Henry Alfred Stanier – railway royalty

The Stanier family were railway royalty in Swindon.

William Henry Stanier entered the services of the Great Western Railway on November 7, 1864 in the Managers Office, Loco Works, Wolverhampton. He moved to Swindon in 1871 at the insistence of William Dean, Chief Locomotive Engineer and became Dean’s clerk and personal assistant, and became his right hand man. In 1879 he was appointed Chief Clerk Loco & Carriage Department and in June 1892 he was made Stores Superintendent. His son, William Arthur Stanier had a prestigious railway career. He became Assistant Works Manager at Swindon in 1912 and then Works Manager in 1920 before being head hunted by the London Midland and Scottish Railway where he became the Chief Mechanical Engineer. He was knighted on February 4, 1943.

But did you know that William Henry’s brother, Henry Alfred Stanier, also left Wolverhampton and moved to Swindon?

Photograph of Henry dated 1873

The third of Thomas and Ann’s four sons (they also had a daughter), Henry grew up in Wolverhampton. By 1871 the two elder sons, Thomas and William, were working as railway clerks while 18 year old Henry was a Canal Carriers clerk.

He married Caroline Annie North on January 21, 1879 and soon after moved down to Swindon. His employment records state that he re-entered the Great Western Railway employment on May 4, 1882 as a clerk in the Wagon Department, Manager’s Office. By 1901 the family were living at 12 London Street where Henry remained until his death in 1930.

Caroline Anne Stanier nee North – Henry Alfred’s wife

And I made a lucky find on Rootsweb – a photograph taken of the Stanier family outside William Henry’s home, Oakfield, Bath Road, Swindon, dated 1888. The four Stanier brothers are pictured as follows: seated left – Charles Frederick, standing – Henry Alfred, seated middle – William Henry and seated right – Thomas William.

Henry died on February 7, 1930 was buried in grave plot C1886A. His wife Caroline joined him there when she died just six months later.

The death occurred at Swindon, on February 7, at the age of 77, of Mr. H.A. Stanier, who, at the time of his retirement from the Company’s service, in May, 1917, was chief clerk in the carriage and wagon department. Mr Stanier took a keen interest in local affairs, and especially concerned himself with Poor Law administration. He will be remembered for much devoted work for the welfare of the inmates at the Stratton Institution. Mr. Stanier also took an active part in the work of the Mechanics’ Institution and the adult school movement.

Great Western Railway Magazine March 1930.

Henry and Caroline’s grave before our volunteers got to work

Locked out!

So, what do you do when you go up to the cemetery with a long list of graves to find and photograph to discover the cemetery gates are locked. Well you go to another churchyard instead!

There are few remaining headstones in the churchyard at St. Mark’s. It is unlikely there were ever many more as this was the burial place of the early residents of the railway village, most of whom were young with large families and little money.

By the end of the 1870s burial space at St Mark’s was running out and a new burial ground was urgently needed. This and the increasing demands of the large non-conformist congregations for an independent burial ground saw the establishment of Radnor Street Cemetery in 1881.

Robert Hanks was born in Bristol, the son of Thomas and Elisabeth Hanks, and baptised at St. Phillip and St Jacobs, Bristol on October 16, 1796. He married Elizabeth Phillips at St Paul’s, Portland Square, Bristol on September 10, 1820 and the couple had six surviving children.

The 1841 census finds the family living at an address at the Viaduct Foundry, Newton in Mackerfield, (Newton le Willow) Lancashire, where both Robert and his eldest son, also named Robert, are working as mechanics.

By 1851 the family had arrived in New Swindon where they lived at 13 High Street (later renamed Emlyn Square).

In 1866 Robert was killed in an accident in the Works when an iron truck on which he was working toppled over, crushing him. He was 71 years old.

It is said that after this fatal accident, Joseph Armstrong, Locomotive, Carriage and Wagon Superintendent, began a series of measures designed to improve safety in the railway factory.

The continuing story of James Henderson

When I began researching the Henderson family grave I suspected this might be a story that would run and run.

First there was the account of how James Henderson averted a train collision with Royalty on board the “Lord of the Isles” loco. Next came Noel’s story about the Musical Stones of Skiddaw. Today we have an account of James Henderson’s career upon his retirement complete with a photograph of the man himself!

Swindon. – On November 7 Mr James Henderson, who for the last twenty years has been an inspector attached to the Locomotive Running Department, retired from the service, and was made the recipient of a handsome testimonial, subscribed to by the officers and staff, and a large number of enginemen and firemen, throughout the system. Mr. Henderson joined the GW Railway as a fireman at Paddington in 1865, and acted in that capacity on the engine “Lord of the Isles,” which frequently worked royal trains between Windsor and Paddington. He quickly reached the position of driver, and from 1874 until his removal to Swindon as inspector was a familiar figure on express broad-gauge engines. Mr W.H. Waister, in making the presentation, which consisted of a solid silver cigar case and a purse of gold, stated that during the time Mr. Henderson had been inspector he had won the respect and esteem of all the staff. It is interesting to note that during the Olympic Regatta at Henley in August last Mr. Henderson was presented with a silver cup and an illuminated address by the Traffic Department staff in appreciation of his work there, he having taken charge of the locomotive arrangements during the Henley Regatta for a number of years.

Great Western Railway Magazine

James Henderson – how a railway disaster was averted

Today’s story is one for the railway enthusiasts among you and another example of the fascinating ordinary people who lie in Radnor Street Cemetery.

Swindon Inspector’s Reminiscences

How a Railway Disaster was Averted

An interesting incident has been recalled by the frontispiece in the Great Western Railway Magazine for April, showing the “Lord of the Isles,” bedecked to draw the royal train, conveying the Shah of Persia, on the occasion of his visit to England in 1873. The name of the fireman was given as Hetherington, but it transpires that Mr James Henderson (late inspector at Swindon), is the man referred to. An exciting occurrence attended the journey of the royal train, and is related in this month’s magazine by Mr. Henderson thus:-

“I have good reasons for remembering the day the photograph was taken – June 24^th, 1873. We left Paddington with the Shah of Persia, the late King Edward with Queen Alexandra, and the late Czar of Russia and his Consort on the train, attended by many distinguished persons. In honour of the Shah’s visit, a great review was being held at Windsor, and many excursion trains were being run. All went well with the train until we were passing through Slough Station. At that time there was no “locking gear” there, and trains had to pass from the down main line and go through the down platform road to reach Windsor. At the western end of the platform there was a pair of points turned by hand, which led either to Windsor, or across the Windsor Branch to the main line. On passing through Slough Station I noticed that these points were wrong, being set for the main line instead of for Windsor. I shouted to my driver. “Whoa, mate, the points are wrong,” and we stopped the train just in time to avert a collision with an empty train coming from Windsor. We put the train back over the points, and I jumped down and turned the points myself, the man whose duty it was to attend to them being so overcome that he was unable to do any more work.

Mr Tyrrell (then Superintendent of the Line), was on the platform, and witnessed the whole affair. He got on to the engine and rode with us to Windsor. After we started from Slough he enquired from my driver who had first noticed that the points were wrongly set, and the engineman, who was Jos. Groves, replied, “My fireman, sir.” Mr Tyrrell turned to me and expressed his pleasure at my having observed the position of the points. Subsequently I was sent to Swindon to see Mr. Joseph Armstrong, (late Locomotive Superintendent), who promised that I should receive recognition for the occurrence. Shortly afterwards I was promoted to be a driver, and before long made a driver on the broad gauge expresses, being the youngest man ever promoted to that position. Many people wondered at the time at my early promotion, but it was the prevention of that collision that led to it. It may be imagined that the occasion on which the photograph was taken stands out as a red-letter day in my life.

“I may say that during my service with the Company I had the good fortune to be the means of preventing five other collisions with passenger trains.”

The Evening Swindon Advertiser, Saturday, June 1, 1912.

James Henderson died aged 89 years at his home, 51 Rolleston Street. He was buried on November 14, 1934 in grave plot A2526.

William Dicks and the tunnel

The GWR Works was a dangerous place in which to work and until the construction of the main entrance tunnel it was even a dangerous place to get inside.

The original Workmen’s East Gate Works entrance was a route that involved crossing the mainline track and was the scene of numerous fatal accidents. There were 3 deaths in a single month in 1869, the year before the tunnel opened.

Joseph Armstrong, the first Locomotive, Carriage and Wagon Superintendent ushered in a period of rapid expansion during the 1870s which included the construction of the Carriage Works and a new, safer route into the railway factory. The main entrance into the Works was built on Bristol Street, opposite the Mechanics’ Institution and consisted of a tunnel measuring approximately 100 yards [91.4m] that ran northwards beneath the mainline track.

Contemporary photographs record the hundreds of men streaming out of the tunnel at the end of the working day, however, even after the tunnel opened on February 5, 1870 accidents continued to occur as men still cut across the railway line to work.

In 1905 William Dicks was struck down and killed going back to work on Saturday January 14. The report of the inquest published in the Wiltshire Times makes for gruesome reading.

Fatal Accident

Man Killed at the Works

A shocking fatality occurred on the Great Western Railway at Swindon on Saturday. William Dicks, an employe in the locomotive works had just returned from breakfast and crossed the rails in order to reach the check office. He failed to notice the approach of an engine which was out on its trial trip, and though his workmates tried to warn him of his danger, it was without avail, and he was knocked down by the locomotive and injured so terribly that he died on his removal to the hospital. Both his legs were severed, and his head was frightfully battered. Deceased, who was 52 years of age, was well known as a clarionist. [clarinetist].

At the inquest on Monday it was stated that deceased had no business to cross the line, a tunnel being provided for the men. – Dr Swinhoe said the man was practically cut in half.

The Coroner said he thought they could only return a verdict of “Accidental death” but they might add a rider to the effect that notice boards should be fixed in prominent places to warn the men not to cross the line. The Company certainly took every precaution in protecting employes, and the men should use the tunnels which had been provided for their express use.

The jury concurred, and returned a verdict accordingly.

The Wiltshire Times, Saturday January 21, 1905.

William Dicks was buried on January 18, 1905 in grave plot C1445, a public grave, which he shares with his wife Jane who died in 1909, and one other person

Today the Grade II listed former Carriage Works is the subject of a Heritage Action Zone project. Work has included improvements to the Sheppard Street underpass, London Street and the Bristol Street tunnel has also received a makeover. New interpretation boards at the entrance tell the story of the railway factory and the railway families who made New Swindon.

Image dated c1905 published courtesy of Kevin Leakey

Image dated c1950 published courtesy of Local Studies, Swindon Central Library.

Ghostly railway workers superimposed on a photo of the tunnel – see new interpretation boards at the tunnel entrance

William Batley Pitts and Archibald Kenneth Poulton.

This is the story of two boys born 20 years apart – William Batley Pitts, the natural son of Robert and Elizabeth Pitts, the other Archibald Kenneth Poulton, their adopted son.

Today railway safety is heavily promoted and Network Rail has a series of safety campaign videos on their website aimed at everyone from the very young to the distracted commuter.

You might expect railway safety to have been a priority in Swindon of all places, but perhaps it wasn’t so in 1893.

On September 1, 1893, a group of boys were playing on the level foot crossing close to the residence of William Dean, Chief Locomotive Superintendent at the GWR Works. The horrific accident was described in great detail during the inquest held at the Cricketer’s Arms the following day.

Shocking Accident on the GWR at New Swindon – On Friday evening, the 1st inst., about six o’clock, a shocking accident occurred on the GWR at the level foot crossing near the subway close to Major Dean’s house. The victim was a lad 12 years of age, name William Batley Pitts, son of Robert Pitts, of 19 Clifton Street, Swindon. It appears that the lad had been at play with others near the foot crossing close to the residence of Mr Dean, the chief locomotive superintendent. A goods train passed on the down line, and as soon as he thought the line was clear the boy attempted to run his hoop across the line when he was struck by the up Cornish express, of the approach of which he was not apparently aware. The poor lad was cut to pieces and the train carried his body 23 yards before throwing it off the line. When picked up the boy was terribly mutilated. A lad named Smith witnessed the sad occurrence, and rushed to Major Dean’s house, close by, for assistance. Dr. Pearman and PC Pinchen were soon on the spot, and had the scattered portions of the poor child’s body collected and conveyed to the GWR Medical Fund Hospital. The Coroner was communicated with, and the inquest was held this morning at the Cricketer’s Arms, a verdict of accidental death being returned by the jury.

Swindon Advertiser Saturday, September 2, 1893.

William was buried on September 5, 1893 in plot B2193, a privately purchased grave. Thirty years later he was joined by Archibald Kenneth Poulton, the boy his parents adopted long after William’s death.

At the beginning of the 20th century adoption was frequently an informal affair. Perhaps he was related in some way, a nephew, maybe a grandson. It is now not possible to trace how little Archibald ended up with the Pitts family. He died in 1924 and was buried with William in grave plot B2193 on April 22.

The area in which the accident happened

George Palphramand

George Bellwood Palphramand retired in 1913 after 41 years in the service of the Great Western Railway.

George was born in Wolverton, Buckinghamshire on June 17, 1851, the son of George, an engine driver and his wife Isabella. Following the death of Isabella in 1861 the family moved to Rugby where George jnr served his apprenticeship with the London and North Western Railway. In 1872 he moved to Swindon where he married Mary Ellen Strong in 1876.

In 1884 George and Mary were hit by tragedy when their three year old son Ernest drowned in the canal near their home at 24 Read Street. In an age when child mortality was high they could not have expected to lose one of theirs in such traumatic circumstances. How do parents recover from such a loss? George had to go to work, Mary had to cook, clean and care for her surviving three children. In time they would have another son, Reginald born in 1887. Three siblings that had no memory of their little brother and one who never knew him.

In time Reginald followed his father into the railway works and having completed his fitting and turning apprenticeship moved to Coventry where he worked as a fitter in the aviation industry.

Following his retirement George and Mary moved to 69 Broadway, Earlsdon, Coventry. Mary died there in 1926. George died 11 years later on December 7, 1937.

Both Ellen and George were buried back in Swindon in Radnor Street Cemetery grave plot E8469 where they joined their little son who had died so many years before.

The site of the former Wilts & Berks Canal

Presentation to Mr. G. Palphramand – An interesting affair took place in the G Shop Office, Loco. Dept., GWR Works, Swindon, on Saturday morning last, the occasion being a presentation to the Foreman, Mr G. Palphramand, on his retirement from the Company’s service. The presentation took the form of a handsome silver-mounted ebony walking stick and a pipe, given by the assistants and Office Staff of the G. Shop. Mr A. Beer, in making the presentation, said he was expressing the sentiments of all those present in wishing Mr Palphramand the best of health to enable him to enjoy his retirement. He asked him to accept the gifts as a small token of respect and esteem of the members of his Staff. He would carry away with him the best wishes of all whom he had been associated with during his long service, and no doubt the walking stick and pipe would bring back pleasant recollections of bygone days.

Mr Palphramand thanked his colleagues for their kindness, and said he should appreciate the gifts very much indeed, as coming from his Staff, with whom he had always had harmonious dealings during the whole of his service as Foreman; and he thanked them all for the support they had at all times given him in carrying on the work of the Shop, at times under very trying circumstances. He felt very sorry to leave them all, and he had not thought of retiring quite so soon, but he found his health was not good enough now to enable him to carry on the work, and he thought it wise to give up in time.

Mr Palphramand served his apprenticeship with the L. and N.W. Railway at Rugby, and entered the service of the GWR in June 1872, thus completing 41 years with the Company. He was appointed Assistant Foreman in May, 1884, and took over the G (Millwrights) Shop as Foreman on Jan 1^st, 1891. He has served under five different Managers, and was for many years Captain of the GWR Works Fire Brigade. He was also for some years a member of the Council of the GWR Mechanics’ Institution, and also served in the old Volunteer Force in connection with the Wilts Regiment.

Swindon Advertiser, Wednesday, October 15, 1913.

The large Palphramand and Strong family grave

Samuel and Minnie Holbrow

Sometimes the cemetery map can be a little misleading. When I researched the Holbrow family a year or so ago it appeared that the family grave might be beneath a path. There was no evidence to suggest that sections of the cemetery had been re-configured and as it turned out the Holbrow family plot was on the periphery of Section E but with plenty of room for a fine headstone.

Samuel Edward Holbrow was born on November 5, 1871 the son of Joseph and Mary Holbrow. At the time of the 1881 census Samuel, his five brothers and sisters and his parents were living at 10 Reading Street, sharing a property with Elijah Jones and his daughter Sarah, evidence of the overcrowded situation in the railway village that continued into the 1880s.

He began his 7 year apprenticeship in the Tender & Fitting Shop in the Works on his 14^th birthday on a daily rate of 10d rising to 2/- in his 7^th year. His record of employment shows that he received his certificate signed on November 19, 1892 by H. Birch (accountant at the GWR Works after whom Birch Street was named) and that he left in April 1893. A completed apprenticeship did not guarantee a permanent job in the Swindon Works as so many of the newly qualified apprentices discovered.

During his absence from Swindon Samuel married Minnie Florence Louise Bishop at St. Andrew’s Church, Cardiff. By 1896 the couple had returned to Swindon and their elder daughter Elsie (born in Devonport on August 24, 1896) was baptised at Christchurch in 1897 when the family lived at 60 Dixon Street.

Their second daughter Hilda May was baptised at St. Mark’s Church on June 19, 1898 when the family lived at 9 Dean Street. Soon after Hilda’s birth the family moved to 47 Deacon Street where Samuel died in 1941 and Minnie in 1965. This would remain Hilda’s home until her death in 1995.

Her sister Elsie, however, had a much more adventurous life – you can read more by following the link below.

Samuel Edward Holbrow

Samuel, Minnie and their daughter Hilda are all buried in grave plot E7643A. Interred with them are the cremated remains of 9 year old Peter Scott, Samuel and Minnie’s great grandson who was born in Peru. His death was registered in Lothingland, East Anglia, however the address recorded in the Burial Register is Hotel Junin, Oraya, Peru. Another mystery to solve!

Ethelwyn May Collett – wife of the GWR Chief Mechanical Engineer

Charles Benjamin Collett – GWR Chief Mechanical Engineer 1922-1941

It is relatively easy to find out a great deal about Charles Benjamin Collett, OBE, Chief Mechanical Engineer at the Great Western Railway.

He has gone down in history as a well-respected, modest man who designed the iconic fleet of “Castle” and “King” Locomotives yet lived an unassuming lifestyle alongside the railwaymen and their families in the railway village.

Charles and Ethelwyn Collett’s home in the railway village

He was born on September 10, 1871 the son of journalist William Collett and his wife Mary. He was educated at the Merchant Taylors School Charterhouse Square and later studied at the City and Guilds College of London University. He was articled as a pupil to Mr Joshua Field, of Maudslay, Sons & Fields Ltd., London before joining the GWR in 1893 as a junior draughtsman. He then became assistant to the Chief Draughtsman and in 1900 Technical Inspector and later Assistant Manager. By 1919 he was Deputy Chief Mechanical Engineer before succeeding George J. Churchward as Chief Mechanical Engineer.

Rather less is known about his wife.

Ethelwyn May Simon was born in 1876 the daughter of Henry Simon, a Congregational Minister who served as Pastor at Westminster Chapel from 1876-87, and his wife Annie.

Charles and Ethelwyn married at St. George’s Church, Bloomsbury on November 4, 1896. It is said that the couple were very devoted and that Charles was greatly affected when Ethelwyn died in 1923, the year in which he launched the record breaking Caerphilly Castle Locomotive.

Ethelwyn was buried in Radnor Street Cemetery on March 23, 1923. Charles purchased two grave plots numbered Section A2517 and A2518. However, it seems unlikely that his intention was to be buried with his wife when the time came as a note in the burial registers reveal that Ethelwyn was buried in the centre of both graves.

Radnor Street Cemetery Jon stands at Ethelwyn’s unmarked grave

Ethelwyn lies in an unmarked grave, which is probably what Collett wanted. He lies in an unmarked grave in Gap Road Cemetery, Wimbledon, which he shares with two other unrelated persons. Apparently, he requested that his grave should also go unmarked.

Railway Stories

I’m having a rather expensive sandwich and a cup of tea (not many people drink tea now, I find it’s become an ‘old persons’ beverage) in a coffee bar which proudly boasts on the signage that it was ‘established 1999.’ It is situated in the former railway factory established slightly earlier – in 1843!

The model train has just done a circuit – a nod to the railway history of the McArthur Glen Designer Outlet Village. In all fairness there are plenty of reminders – machinery, overhead cranes and the war memorials to the railwaymen who gave their lives in two world wars.

There is still a generation of railwaymen around who can remember the Works when it closed in 1986 making 1,100 redundant. A far cry from the glory days of the 1920s when there were more than 14,000 on the payroll.

As I sit here enjoying my sandwich and (generous) mug of tea, listening to the hum of conversation around me, I think of all those men who spent a lifetime grafting within these walls.

You may like to read the stories of some of them – see below.