The Amazing Record Breaking Inspector William Greenaway

Continuing the story of the extraordinary William Greenaway …

William Greenaway

Yesterday I wrote about William Greenaway who received the Royal Victorian Medal, which he is seen wearing in this photograph.

Now read about his role in the record breaking train journey when the Prince and Princess of Wales traveled on ‘The City of Bath’ loco.

The Royal Visit

Prince and Princess of Wales in the West

A Record Run

His Royal Highness the Prince of Wales accompanied by his Royal Consort, arrived at Paddington yesterday morning to entrain for Cornwall, in order to attend the ceremony of dedicating the new Nave of Truro Cathedral. Their Royal Highnesses were attended by Lady Lygon, Sir Arthur Bigge, the Hon. Derek Keppel, and Captain Godfrey Faussett. The train with the Royal party left Paddington precisely at 10.40 a.m. Instructions had been given to keep the line clear for a run to Plymouth without a stop – a distance of 246 miles 5 furlongs.

The Royal train was due, according to the arranged table, to pass Exeter at 2.5 p.m., and just before two o’clock several persons proceeded to St David’s Station with the object of catching a glimpse of the Royal Party. Many, however, arrived too late. The train had favourable weather, and made an unexpectedly rapid run, passing the middle signal box at St David’s at 1.33, exactly 32 minutes ahead of her time.

At Exeter.

About a hundred people had assembled on the station. Of course, there was no opportunity for demonstration, as the train passed through at the rate of about twenty miles an hour. Inspector Greenaway was noticed to be on the engine, which is one of the latest turned out from the Swindon works. She is one of the largest types, having 6ft. 8in. three coupled wheels, and is named “The City of Bath.” Around the funnel she bore the Prince of Wales feathers. Behind the engine was a saloon, then a composite carriage. Next came the Royal saloon carriage, followed by a compo and a brake coach.

The journey is a remarkable one, and establishes, we believe, the long distance record not only for the United Kingdom, but for the world. The train started from Paddington at 10.40 a.m. and reached Exeter, a distance of 194 miles, at 1.33 p.m.: that is to say, she covered the distance in 2 hrs. and 53 minutes or at an average speed of 67 miles an hour.

On the whole, the line is good between London and Taunton, there being a falling gradient for almost the whole distance. The tender of the engine carried about five tons of coal, and water was scooped up from the troughs near Goring and also near Bristol.

In the run to Chippenham the train made a gain of 16 minutes, and, despite the rising gradient from Taunton to Wellington, managed to increase this advantage on the arranged time to 32 minutes by the time Exeter was reached. She gained 21 minutes in the run from London to Bristol, and 15 minutes from Bristol to Exeter.

This, of course, constitutes a record run from London to Exeter, the previous best performance being by the London and South Western’s 11 o’clock express from Waterloo which does the journey in 3¼ hours, beating the Great Western’s first “Cornishman,” which has been put on occasionally to meet heavy traffic, and which is to run permanently from the 18^th of this month, by fifteen minutes. The L. and S.W. route is, it must be remembered, shorter by about 25 miles.

The Royal train yesterday knocked off 37 minutes from the “Cornishman’s” time, and beat the L. and S. Western’s fastest express by 22 minutes. She overtook the 9 a.m. express, which, however, arrived at S David’s at 1.54, only four minutes late.

From Exeter to Newton.

Continuing her journey, the Royal train reached Newton Abbot from Exeter in 22 minutes, despite the fact that twice she had to slow down to take up the staff. From Newton Abbot to Plymouth the road becomes rough. The gradients are numerous and stiff, and form a kind of switchback railway. But the train continued to gain time, Plymouth being reached at 2.34. The journey therefore, of 246 miles 5 furlongs was covered in 3 hours and 54 minutes, or an average speed of a fraction over 62 miles an hour. When allowance is made for the fact that in climbing steep banks and in passing through big stations, and in taking in staffs, the pace has to be reduced to about 20 miles an hour, it is evident that on some favourable sections of the line a terrific speed must have been registered, somewhere at least from between 70 and 80 miles an hour. It is probable that the latter speed was exceeded between Whiteball tunnel and Exeter.

The Great Western, however, are not, we understand, likely to run a regular train from Paddington to Exeter in 2 hours 53 minutes. They have done the journey on the present occasion to show what is possible, but they are likely to be content with their ordinary time of 3½ hours, which, after all is fast enough for the majority of people. It is true that they are 15 minutes slower than the London and South Western to Exeter, but they beat the latter on the longer journey from London to Plymouth (North-road) by just two minutes.

Following is the time table, scheduled and actual of the journey:-

Schedule Actual

Paddington 10.40 10.40

Bristol 12.04 12.25

Taunton 12.35½ 1.03

Exeter 1.01 1.33

Newton 1.21 1.56

Plymouth 3.10 2.34

Grampound Road 4.30 3.50

The distances are:- London to Bristol 118½ miles, London to Taunton 162¾ miles, London to Exeter 193½ miles, London to Plymouth 246 miles.

It is said that the fastest bit of running during the journey was down the incline from the Wellington bank to Exeter, where, it is estimated, that a rate of 85 miles an hour was attained.

At North Road

When the train drew up at North road the public attendance was small. The Earl of Mount-Edgcumbe was present accompanied by Mr H. Adye, the Superintendent of the Plymouth division of the GWR. As soon as the train came to a standstill the noble Earl entered the Royal saloon, and was received by the Prince, who presented him to the Princess. Their Royal Highnesses did not leave the carriage. The Princess was attired in a violet coloured dress. Dr. Ryle, Bishop of Winchester, joined the train at Plymouth.

During the stop at Plymouth Mr T.J. Allen, the superintendent of the line, who was in charge, entered the Royal saloon, and was assured that the journey had been covered without discomfort to their Royal Highnesses.

After the engine had been changed, the train left at 2.46 for Grampound-road. Among those on board were Mr Waister, of the locomotive department, Swindon; Mr J.V. Williams, of the timetable department; Mr W. Simpson, of the advertisement department, and Colonel the Hon. Edgcumbe, one of the Directors of the Company.

The nearest approach on the Great Western Railway to yesterday’s performance was on the occasion of the visit of HM the King to the West, when the special train took his Majesty from Millbay to London in four hours and twenty minutes.

The Prince and Princess of Wales arrived at Grampound-road Station, Cornwall, very much in advance of the scheduled time…

The Western Times Wednesday July 15^th 1903

A Unique Distinction

The brief official announcement yesterday that the King had presented the Victorian medal to Locomotive Inspector Greenaway, of the Great Western Railway, has created the liveliest interest in railway circles. So far as memory serves the distinction is unique; and if it be so, the Great Western Railway Company and all the employes on that great system have reason to plume themselves on a very gratifying event. The bestowal of knighthoods and other honours on the leading railway managers in this country is not unusual; and individual employes have received marks of Royal favour. But the conferment of the symbol of a special order on a member of the mechanical staff is a departure worthy of more than passing note.

As the railway that links the Metropolis to Windsor, one of the favourite palaces of the late Queen Victoria, the Great Western has, of course, played an unusually prominent part. The medal of which Inspector William Greenaway has been the enviable recipient is designed to recognise the services of that painstaking official. The inspector was in charge of the engine that drew her late Majesty’s Diamond Jubilee train in 1897, and he has travelled with the Royal train on every subsequent occasion, including the removal of Queen Victoria’s remains from London to Windsor. From this it is to be inferred that when Queen Victoria made her long journeys from Windsor to Balmoral the engine of the Royal train was under the sole charge of Inspector Greenaway.

Only those who know something of the elaborate nature of the preparations for the passage of a Royal train, even over a comparatively short length of railway, can realise the amount of responsibility that devolves on the officials concerned. The passage of a Royal train entails the drastic revision of time-tables, the general regulation of traffic within certain hours at certain points, the posting of extensive cordons of platelayers, the issue of special instructions to signalmen, and a thousand and one things that would never even occur to the non-technical mind.

In conferring the Victorian medal on Inspector Greenaway, King Edward has inferentially recognised all this. His Majesty, whilst honouring the individual, has honoured also the class to which he belongs. To the King and the members of the Royal Family, the railways are as essential as they are to the humblest passenger. The special Royal train is, of course, an institution by itself, but the men who take charge of it, either on its long or short journeys, are not trained specially for the purpose. They gain their experience in the service of the general public, just as the soldier who wins a commission gains his knowledge by real warfare in the ranks. It is from the common school of experience that the best men make their way, and there is something distinctly agreeable in the idea that King Edward, in the midst of the urgent pre-occupations of the Coronation year, should have bethought him of the claims of a representative of a service which is nowadays too often regarded as one of the merest commonplaces, though it is well to recollect that when Queen Victoria ascended the throne the railways of Great Britain and of the world had scarcely emerged from their rudimentary stage. Yet we find them, at the commencement of the Edwardian era, a mighty, irresistible, and indispensable force – a force that has been repeatedly recognised by the Sovereign, but never, so far as we are aware, in precisely the same way as King Edward has been graciously pleased to recognise the services of Inspector Greenaway…

Extracts from the Western Daily Press, Bristol, Tuesday, May 13, 1902.

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William Greenaway MVO

William Greenaway was one of the extraordinary, ordinary people Swindon has produced over the years.

William Greenaway was born in Purton on August 10, 1843. He entered the Great Western Railway employment as a labourer on January 7, 1860 aged 16 years old. His employment records reveal that he became a fireman on April 19, 1861, an Engineman on August 15, 1867 and an Inspector on July 8, 1889.

He married Emma Jane Ferris Shury at St Mary’s Church, Purton on July 26, 1862 and the couple had 9 children. The family lived at addresses in Purton, Swindon, Bradpole in Dorset and Bedminster, Bristol before returning to Swindon in 1891 when they lived at 37 Reading Street. By 1901 William and Emma were living at 6 Emlyn Square where Emma died in October of that year. She was buried in plot C1976 Radnor Street Cemetery on October 18. William Greenaway died at 6 Emlyn Square on February 20, 1908 aged 64 years. He was buried alongside Emma on February 23 in plot C1976.

A Swindon Railway Official Before the King

His Majesty Confers Upon Him the Royal Victoria Medal

His Majesty the King on Saturday morning conferred the Royal Victorian Medal upon Locomotive Inspector William Greenaway, of the Great Western Railway, Swindon, who was in charge of the engine working her late Majesty’s Jubilee train in 1897, and travelled with the Royal train on every subsequent occasion, including the removal of her late Majesty’s remains from London to Windsor.

The Earl Cawdor, chairman of the Great Western Railway Company, and Major W. Dean were present. The Hon. J.H. Ward, Equerry in Waiting, was also in attendance.

One of our representatives called upon Mr Greenaway this morning, and added his word of congratulation to the many others which have been extended to the recipient.

Although there is an entire absence of anything in the nature of obtrusiveness about Inspector Greenaway, he is pardonably proud of the high honour conferred upon him by the King of England. And, might we add, the pride is felt in an equal measure by all those who know him, for Swindon has reason to be gratified that one of our townsmen should be singled out for such distinction.

The ceremony at Buckingham Palace was of a very private character, and though short in duration his Majesty did not forget to refer to the great run West which he and the Queen took recently, and when Mr Greenaway stood by the driver on the footplate, safeguarding as far as it lay in his power the lives of the Royal travellers.

The Royal Victorian Medal is a small silver one, and bears the image of the late Queen, who on several occasions travelled under the guidance of Inspector Greenaway. The medal has been conferred upon the Inspector for the services he rendered at the Diamond Jubilee, and when, later, Queen Victoria’s dead body was carried to its last resting place.

Apropos this latter sad ceremony, the Directorate of the GWR presented a beautiful bronze medal to several of their officials who took part in the work of conveying the body from Paddington to Windsor, and Inspector Greenaway is the proud possessor of one of these.

Inspector Greenaway’s service dates from 1859, but it was not till the Diamond Jubilee that he was given the privilege of travelling with Royalty.

The Evening Swindon Advertiser, Monday, May 12, 1902.

Swindon – The somewhat sudden death of Inspector Greenaway on February 20^th removed from the locomotive world a most interesting personage. From his earliest childhood engines possessed an extraordinary fascination for him, and from the moment when, at the age of ten years, he was allowed to have a ride on a locomotive, his choice of a career was determined. In 1860 he entered Swindon Works and only a year later was appointed fireman. In 1867 he was promoted to the position of engineman and frequently selected for special duties appertaining to the Running Department. In 1889 he was appointed locomotive inspector, and seven years later chief locomotive inspector. One of his duties was that of examining firemen before taking charge of an engine. He was the author of a comprehensive handbook on footplate work which had a very large circulation. In January, 1901, Inspector Greenaway was presented with a bronze medal and in 1902 was brought under Royal notice and personally presented by His Majesty the King with the silver medal of the Royal Victorian Order for the able manner in which he had taken charge of the Royal journeys. In December, 1905, he was commended and awarded a gratuity for prompt action resulting in the avoidance of a collision. He was associated with several records made upon the Great Western, notably that of July 15^th, 1903, on the occasion of the visit of the Prince and Princess of Wales to the West of England, when a world’s record was created on the run from London to Plymouth. Inspector Greenaway’s knowledge of the duties of an engineman and the management of locomotives was of a very high order

And to the last the utmost confidence was reposed in him by his chiefs.

Great Western Railway Magazine March 1908

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The Amazing Record Breaking Inspector William Greenaway

George ‘Yorky’ Bramley

In her comprehensive and readable book Swindon Works – The Legend, Rosa Matheson devotes a section to the legend that was ‘Nicknames.’

She writes:

‘The Works’ sense-of-humour is a notrious legend in its own right from its earliest times.

And it came as no surprise to me that Andy Binks, cemetery guide and fellow volunteer at Radnor Street Cemetery, had contributed a few nicknames for Rosa’s book, for example – ‘Melvyn, otherwise known as Drill Head from when a drill fell on his head and floored him!’

From ‘the Clockie’ to Big Arthur, Arthur and Little Arth, all members of the same family, none of whom were called Arthur, it would seem every man in the Works had a nickname.

This is the story of George Bramley who hailed from Yorkshire. Guess what his nickname was?

George Bramley was born in Leeds in 1831, the second child of William Bramley, a weaver, and his wife Mary. George married Margaret Dunwell in 1852 and at the time of the 1861 census he was working as a labourer in an Iron Foundry and living in Tallow Hill, Worcester. By 1871 the family had moved to Swindon and were living at 10 High Street (later named Emlyn Square) with their four children James 16, Lucy 15, Maria 8, William 3 and three boarders. They later moved to 18 Oxford Street, which would be their last home.

Death of an old GWR Servant – The death took place on Sunday last, after a short illness of Mr George Bramley, of 18, Oxford Street, New Swindon. Mr Bramley passed away in his sleep at the age of 66 years. Deceased, who was better known throughout the Works by the soubriquet of “Yorky” (from the fact that he hailed from Yorkshire), came to Swindon in 1859*, and has been employed in the GWR Works, under the late Mr. Holden, and the late Mr Edward Brittain, ever since. He was one of the first Volunteers in the town, having joined the New Swindon Corps when it was formed in 1859, and did a considerable amount of work in assisting to make the first shooting range. He had been in failing health since the death of his wife last February, but continued to go to his work regularly up to last Saturday week. Deceased leaves two sons and two daughters. The funeral will take place on Saturday next, leaving the residence at 2.45 p.m., and proceeding to St. Mark’s Church at three o’clock. Friends will please accept this intimation.

Swindon Advertiser, Wednesday, November 22, 1899.

The backsies in the Railway Village

Margaret died in February 1899 and George in November of the same year. They are buried in grave plot C98 where their daughter Maria joined them when she died in 1933.

*census returns indicate that George may have moved to Swindon later than 1859.

Charles and Millicent Blackford of Poulton Street, Gorse Hill

This is the last resting place of Charles and Millicent Blackford.

Charles Herbert Blackford was born on August 8, 1898 in Malmesbury, one of wheelwright and carpenter Daniel Blackford, and his wife Kate’s four children. Millicent was born in Polperro, Cornwall on January 5, 1897, the daughter of fisherman Richard Libby and his wife Ellen.

Charles enlisted with the Royal Naval Reserve in 1916 and served for three years during the First World War. Upon demobilisation Charles joined the GWR. Using the UK Railway Employment Records it is possible to follow Charles’ career on the railways.

He began work as an engine cleaner in January 1919 before quickly becoming a fireman. An entry dated December 14 1920 records that he was making the fire upon engine 3412 when his hand was pinned against a piece of coal. Top of middle finger on his right hand was crushed.

By 1939 Charles was working as a temporary Acting Driver at Didcot, after which he worked as a driver in Swindon. During the Second World War he was working as a temporary Relief Supervisor.

Charles married Millicent Libby in the June quarter of 1923 and the couple had two children, Vilonia and Royston. Vilonia died in infancy. Royston followed his father into the railway works as a coach finisher. Charles and Millicent lived at 23 Poulton Street, Gorse Hill until the time of Charles’ death in 1962. (Millicent may have remained at that address after his death.)

Charles died in February 1962. Millicent survived him by 25 years. She died in 1987 at the age of 91. They are buried together in grave plot C3351-0. This area of the cemetery has experienced some renumbering of the plots, but Charles and Millicent’s grave has an elegant headstone and is easy to find.

The burial of infants depended very much on the parent’s financial situation. In the past some babies were buried in a family plot, their names added to the memorial at a later date. Others were placed in a communal grave with other babies. Vilonia is buried in this beautiful little grave, close to the path leading to the cemetery chapel.

Lorna Dawes – in her own words Pt 3

Today’s blogpost concludes a series of articles written by Miss Lorna Dawes about her time working ‘Inside’ the GWR Works. These pieces first appeared in the Wiltshire Family History Society newsletter and are published here with the kind consent of Yvonne Neal.

In later years wages were brought from the bank by a man on an open bogie pulling two large boxes contained the cash.

I never heard an attempt to rob.

Lorna’s own sketch

The workmen queued up to be paid but the foremen were paid individually, and I used to go one week to the Loco Works, one week to the Carriage Works, accompanied by a man carrying the box of envelopes and money. We had to go to every shop office and many were upstairs above the workshop. In one workshop on the Loco side the noise almost took your breath away, and had the effect of freezing movement. So much so that you almost couldn’t put one foot in front of the other. In fact, deafness affected quite a few of the workers there. On a wet day, we hated it being the Loco side because of the oil and water hazard. This also applied to the tunnel on a wet day.

Disciplinary hearings were held with all the legal representatives and full reports. I typed some myself.

Long service awards, laid down by years: various items to choose e.g. camera, watch etc. Can’t tell you when this began, but was another of my involvements. I do know there were sometimes upsets because ‘one day out’ meant no award. Large ceremonies took place in the Training School with the Works Manager present.

There was a team of office cleaners. Many were elderly women and some came through the Works from Rodbourne. There was quite a lot of brass to clean! These cleaners did two shifts, early morning, possibly starting at 6.00 a.m., and again in the evening. Seemed a lot – 2 shifts.

There were quite a few cats in the workshops and offices. Unbelievably, a cat had a little of kittens behind a moulding box in the Foundry. The men were really concerned and told everyone to be careful. My Dad was there at the time. When the Works were closed for Trip, it wasn’t unknown for men to gain access to fee the cats.

When the library at the Mechanics closed, the books were sold off and I bought three – about Tibet and Nepal.

In my early days I travelled to work by bus and there were special buses laid on at the Works entrance.

My Dad had no ‘fixed’ bathroom at home and went to ‘the Baths’ after working in the Foundry.

In later years air conditioning fans were introduced in the Foundry but, when my Dad worked there, the only aid, especially on a hot summer’s day, was buckets of water – with something added – BRAN.

Another job I had on Welfare consisted of finding lodgings for men attending Diesel Training School in Emlyn Square. At that time Swindon didn’t have much call for accommodation, apart from hotels, but we found nice places and two were in Beatrice Street.

I guess it was turpentine in those days as we dreaded the window cleaners (rail gang) coming. The smell hung on.

A man from Bristol came to service the typewriters but we had to do our own temporary repairs. One was to tie loose ‘type’ arms with cotton and it did work until the engineer came.

Spring was heralded when an older man messenger, who travelled the Works on a bicycle (such were the distances) came to us in the offices with bunches of pussy willows picked in the concentration yard.

Workers played all sports at the GWR Sports Ground in Shrivenham Road. Teams of clerks and workers against one another. Snooker and billiards were played in the Mechanics.

Weekly repertory meetings were also held in the Mechanics. One group did long spells of different plays each week.

Other activities included:

GWR Male Voice Choir

National Savings Group – a large silver cup was fought over

First Aid Classes and competitions – all lines competed.

Arts and Crafts (Mechanics) from all over the GWR.

GWR Music Festival

Mass x-rays

Blood donations

As for stationery – masses of ‘scrap pads’ were produced and available.

Women were employed in the sewing room, laundry, canteens, casualty centres as well as clerks.

I had to accompany new entrants, and female illness cases, to Park House and ‘sat in’. I also collected water samples and remember one ‘donation’ was in a large-sized HP sauce bottle – full up!

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Miss Lorna Dawes and a life ‘inside’

Lorna Dawes – in her own words

Lorna Dawes – in her own words Pt 2

‘At times there were items for sale at the General Stores and I purchased a cycle cape. I missed out on a GWR platform seat from Reading, which sold for £50.’ Read more about Lorna’s life working ‘Inside.’

GWR Memories Part 2

Carol concerts were held in many areas around the Works, including in the Drawing Office. A local band always attended and many office staff joined in.

The main tunnel was white-washed during ‘Trip’ week. Normally there would have been hundreds of people coming and going.

There would be weeks of overtime for Staff Office Typists, as well as clerks, when passes were written for ‘Trip’ trains. When trains departed, there was always a male clerk in attendance to check things, and sort tickets if there was someone without theirs. It did happen.

Long distance ‘Trip’ trains left overnight. We went to Tenby, arriving at 6.00 a.m. at our Lodge where the family would be up and waiting for us, and I still have contacts even after 80 years.

As the train proceeded west and people alighted at earlier stations, we all waved them off and wished them well. It was lovely.

I had nine years on accident reports and claims for compensation. A friend was shocked to see me staggering to my desk with huge piles of paperwork. Such was the volume of cases. As well as Park House and at least two doctors, there were casualty centres each side of the Works, ambulance boxes all over the Works and an Ambulance Inspector checking things as well as running exams. There were also ‘all line’ competitions with mock accidents and wounds.

There was a lovely well-equipped rest room for women in the Main Offices and we had a choice of colours for cloakrooms.

I was among clerks seconded from No. 13 Office to duties at the Works Book Office. There were three serving windows and women were put on the busiest … Bath, Cardiff, Weston, Bristol, Paddington and others.

The photo below was taken c. 1960, of the Works Booking Office Staff and their partners, on an outing to London. The staff were on regular duties at the Booking Office in between normal work in the Staff Office. Regular shifts of a week (?) at a time, but only certain hours.

To be there at the time the hooter blew was really terrifying. One minute it was absolute silence and then hundreds of men rushing out. The noise was over-whelming.

So many tickets issued that the racks ran out, but we had back-up from the men and they also cashed up. One penny out at 8.00 p.m. on a Friday night, and we had to check all again.

At times there were items for sale at the General Stores and I purchased a cycle cape. I missed out on a GWR platform seat from Reading, which sold for £50.

There were coal sales to staff, and also wood which consisted of off-cuts and old timber. It would be delivered, although you didn’t know what would come.

There were tales of a ghost in the tiled corridor of the Main Offices, near to the old part and close to the engine plaque on the outside wall.

Whilst on a welfare job I was partly involved with setting up a trolley service. It had always been dangerous for young girls carrying tea pots up the stairs (there were no lifts) and the hot water urn was also a hazard under one lot of stairs.

In one office we had ‘weigh day’ on Thursdays. All the girls went to a platform weigher used for goods and checked out the large pad.

Office staff were granted a day off and free pass for an outing. In January there would be suggestions for the venue, meals etc. and then the vote. Usually men and women separately. I’ve been to most places on the southwest coasts. If we went to eastern resorts, we went to a show in London afterwards. The men had barrels of beer on the train from Paddington and we travelled home by ‘Mails’ trains 10.00 – midnight, arriving home at 2.00 a.m. One time, two groups were caught at Westbury due to a problem, and I walked up the street at 5.00 a.m.

A group of office staff once did publicity shots of the Blue Pullman train, taken at Shaw sidings. I still have one of the pamphlets with photographs. We even had an actual tea laid on.

Fred Ferris, the Head Messenger, organised an evening trip on the Thames for all the office messengers. I think around 20 of us.

Just about everything had the GWR logo printed on it or moulded for identification, including pencils, paper, punches etc.

There was a ‘Helping Hand Fund’ raised by voluntary donations. At Christmas anyone with children received new toys via the Welfare Office at Paddington, and I delivered locally. One parcel I had to put on a different train, on a very snowy day, and I waited by the open fire in a station office.

The ‘Railway Benevolent Fund’ was raised by members’ contributions. The girls were asked to volunteer for flag days in the town and given sites for two at a time. In return for this couple of hours, we were allowed an extra half-day off.

No 13 Office was on the first floor over the Main Tunnel, so we could se the Wednesday groups of visitors. Also the ambulance, fire engine etc.

to be continued …

with grateful thanks to Lorna’s brother Ken and Yvonne Neal of the Swindon branch of the Wiltshire Family History Society.

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Miss Lorna Dawes and a life ‘inside’

Lorna Dawes – in her own words

Last year I published on this blog an article about Miss Lorna Dawes and her memories of working ‘inside’ (that is inside the GWR Works). Yvonne Neal, of the Swindon branch of the Wiltshire Family History Society, has managed to collate the articles Lorna wrote for that Society’s newsletter and has kindly given me permission to print them here. Yvonne also contacted Lorna’s brother Ken who has supplied this photograph of his sister. So, published here in three instalments is a piece of Swindon’s history – Lorna’s story – in her own words.

GWR Memories – Lorna Dawes

Swindon Railway Works grew over many years and became the site of a fantastic organisation, with many sub-sections and with everything needed to support and organise the volume of work, i.e. possibly more than one locomotive a week. Even had its own window cleaners, clock man and master clocks connection to Greenwich time, ambulance, fire engine etc. all in situ.

As a shy 14 year old, I came for interview with my mother, but really wanted to work in a flower nursery, not that there was any work experience in those days.

I joined an army of boy and girl office messengers, some in the main offices and others in workshop offices, dealing with immediate personnel. I ended up in No. 13 Staff Office (see further information below); the hub of the Works and in control of quite a few events all over the West and Wales. One small element was the letting of railway houses and cottages, which included a crossing cottage in the west, which carried the comment ‘water in churns’. It set me wondering at the possible difficulties.

I’ve realised lately that, whilst someone must have introduced me to my job, I actually ended up running it all myself as regards programming. It was extremely busy and most of it physical as I went to so many areas and hardly stopped. It was a job I loved and led on to all kinds of interests, so I never regretted it and I’ve always had friends.

The whole background was a pride-based one and it wasn’t unusual for new engines to bring an admiring crowd along the lines.

The messengers went on to apprenticeships for the boys and office jobs for some of them also, as well as clerical posts for the girls.

I had already started shorthand and typing privately, and it became a condition of work to proceed so I went to night school three nights a week 7.00 pm to 9.00 pm at the college in Sanford Street, which included Commerce, English and Arithmetic. The work-related ones were sometimes taught by men (Clerks) from the Works. I managed 130 wpm shorthand and really loved it.

The only way I was ever given ‘instructions’ was as part of a bell system for individuals, and I was about four or five rings to go to an officer at post time. For instance:

Early morning: sorted copies of last night’s post and distributed

Every morning: Bank bags to Railway Bank on London Street

Sometimes called into the Railway Union Group in next street, or Railway Club, Bridge Street.

On return every day, collected Time Book at main entrance. This contained information on anyone leaving/returning from outside the Works.

Then round the offices obtaining signatures to cover reasons given i.e. dentist, surgery, etc.

Then made coffee, individual cups for about 25, and washed up downstairs.

I was responsible for obtaining and distributing dusters, towels, soap, string etc. to ‘my’ office, around 25, and sometimes to General Stores, which was between the Main Offices and the Station. It was a large building with three floors and I had to find the correct location.

The Stationery Office and another office was accessed by crossing all the lines in front of the Engine Shed where engines were being shunted and men cleaning. (Graded – cleaner, fireman and then driver.) The Stationery Office had typing paper, some water-marked, ink pens and also confetti from punch cards!

The Duplicating Office was in the wall of the Body Shop. Here there was the traverser hazard and I quite often had to divert. I had to go there a lot and quite often in a rush with special or urgent notices. Printing was slow and with a hand roller, one at a time, which meant I had to wait around.

At Park House I saw drivers with piles of coloured wool which were used to give vital eyesight checks. Yes!! Also went into the cellar for old files, some were accident originals.

At the Mechanics Institute, I had to transport books to and fro between ‘Officers’ who read and vetted books before they were put on display in the Mechanics Library (may be something no one knew).

I took ‘travellers’ to the Loco or Carriage Works and also interviewees to the Carriage Canteen.

Sometimes I was sent to the Loco Canteen, for clerks who needed sandwiches because they had unexpectedly to work overtime. The Loco Canteen was underground and in electric light.

The Works had its own Telephone Exchange – push/pull units.

The Head Messenger’s office, Mr Bill Ferris, was where the postal boxes were kept.

The Storehouse consisted of three floors and was to the rear of the offices. Very creepy there as it was quite often empty except for files.

I also had to go to the Laboratory at Church Place.

The Drawing Offices were on the third floor, main building – you could see Purton from the landings.

The above were my duties, and places I had to go in the mornings. In the afternoons:

Make tea and wash-up.

Get post signed and despatched – that was very busy

Works Cash Office

Visit to the fourth floor – no lift, exhausting!

Mileage Office – SPL, toilet for older women in this office!

Extra jobs would include advertisers and lardies

A little story: I was sent in search of saccharines (sweeteners) for a desperate officer one day after Bank duty!

These are all rough memories but my work seemed to get more and more interesting all the time.

I spoke before about No. 13 Office. The layout in 1945 was:

Boss of Staff Office – Percy Mills

Deputy – Ted Click – in the corner was my bit of desk and a cupboard

Four typists – I was one here, later. One of the typists was a big fan of WEA Hikers and I joined. Another was the daughter of Louis Page, Football Manager. She took me to the Isle of Man, with two others, when I was around 14½.

Then there were row of Clerks.

More than once I passed F.W. Hawksworth, Chief Mechanical and Electrical Engineer, in the tunnel. My wages in 1945 were 18/- a week. (approx. 90p).

I probably have enough to fill my own book with my very wide GWR experiences and, in fact, Rosa Matheson has used a lot of my information. I once gave an hour’s talk to the Railway Lounge Group.

To be continued …

You may also like to read:

Miss Lorna Dawes and a life ‘inside’.

Private Frederick William Darling

Unfortunately Frederick William Darling’s military records have not survived. We do know, however, that he served with the Royal Army Ordnance Corps in France during the First World War. The RAOC was responsible for supplying weapons, ammunition and equipment to the British Army. It has to be asked if his wartime experiences contributed to the state of his mental health and the onset of neurasthenia.

Neurasthenia is described as an ill-defined medical condition characterized by lassitude, fatigue, headache, and irritability, associated chiefly with emotional disturbance.

Frederick was born on March 22, 1888 the son of Richard and Louisa Darling and baptised at St. Marks Church on April 16. Frederick William was one of eight children and grew up in Horsell Street. His father worked as a blacksmith in the GWR Works as did Frederick and his elder brother Charles.

Frederick married Ella F. Wills at the church of the Holy Apostles, Charlton Kings, Gloucester on August 1, 1921. The couple later moved to Cardiff where Frederick died on September 2, 1927.

Cardiff Man’s End

Neurasthenic Poisoned By Gas

Dr R.J. Smith, the Cardiff Coroner, on Monday enquired into the death of Frederick William Darling (39), a blacksmith, who was found dead near a gas oven. Darling had suffered for two years with neurasthenia, and his widow, Mrs Ella Fanny Darling, informed the Coroner that he was in Whitchurch Mental Hospital last May, but was discharged on probation in July, when he seemed much better. During the war he served with the Royal Army Ordnance Corps.

Cecil Elder deposed to finding Darling in a house at Bloom Street, Canton, Cardiff and Dr. Pittard said death was due to coal gas poisoning.

A note left by Darling, addressed to his mother, read: “Don’t worry; I cannot live this life any longer.”

The Coroner returned a verdict of “Suicide while of unsound mind,” and expressed sympathy with the relatives.

Frederick was buried on September 7, 1927 in grave plot C1889. He is buried with his parents Richard, who died in 1926 and Louisa who died in 1945.

Arthur Lancelot Darling was Frederick’s younger brother. He was born on June 14, 1894. Aged 16 he was working as a machineman in the Works.

Arthur served in the 7th Battalion of the Wiltshire Regiment and was killed in action in Salonika on April 24, 1917. He was 22 years old. There was no body to bury – he was presumed dead. Arthur is commemorated on the Dorian Memorial in Greece and on his parent’s grave in Radnor Street Cemetery.

Frederick O’Conor – devoted servant

The re-imagined story …

Word quickly travelled around the Works. Lord Bolingbroke was trying to silence the hooter. The Swindon Advertiser had published in full his application for the abolition of the Works hooter. This wasn’t his first attempt. In 1868 he successfully forced the GWR to dampen the noise by erecting a screen around the hooter. However, the workmen complained that this rendered the hooter ineffective and the screen was removed.

Now his Lordship was at it again, complaining that the early morning call disturbed his sleep and was injurious to his health.

Lord Bolingbroke lived in a mansion at Lydiard Park, about 2½ miles west of the railway works, as the crow flies, but you could hardly describe him as a resident. For many years he had lived on the continent returning to Lydiard Park for barely two months of the year during the shooting season.

Unlike us working men Lord Bolingbroke could lie abed as long as he liked. To be late to work for us was to lose pay and unlike his lordship we do not have fancy timepieces to waken us. I am sure without the blast of the hooter I should lose many morning quarters.

The hooter punctuated the daily routine of the railway factory and we depended upon it. And not only us railway workers. Other employers such as Arkell’s brewery in Kingsdown supported keeping the hooter. It was even suggested that Lord Bolingbroke’s tenants probably found it useful.

We resolved to challenge his lordship and who better to lead us into battle than Mr Frederick O’Conor, a newly elected member of the Mechanics’ Institute Council.

A campaign headquarters was established at the Mechanics’ Institute and a petition was drawn up. More than 4,335 signatures were obtained and when the pieces of paper were pasted together they measured 43 yards in length.

Henry, 5th V Bolingbroke - photo owned by Nellie

The matter went to Whitehall and despite the fact that Bolingbroke was the only complainant, he won the day and the licence to operate the hooter was revoked. But with Mr O’Conor at the helm we were not to be defeated.

Despite the decision by Whitehall, the Mechanics’ Institute Council and the working men of Swindon united and carried on the battle for the hooter.

We held another protest meeting at the Mechanics’ Institute where the case was reassessed, and reason won over entitlement. The hooter was reinstated.

The facts …

Frederick George O’Conor was born in Swindon in 1843 the son of John and Mary O’Conor. In 1865 he entered work in the service of the Great Western Railway as a clerk in the loco office at Swindon Works.

In April 1876 he married Mary Adelaide Kerr. The couple had two daughters, Mary born in 1878 and Adelaide born in 1879. His wife died shortly after the birth of their second daughter.

Frederick died on February 19, 1892 following a long illness, most likely tuberculosis. He was just 48 years old.

In a lengthy obituary the Advertiser referred to his many other involvements. He was chairman of the local education committee, a member of the Wilts Archaeological Society and a prominent member of St. Mark’s Church.

The funeral at St Mark’s was attended by a large congregation and members of the Mechanics’ Institute Council followed behind the hearse as the cortege made its way to Radnor Street Cemetery where the service at the graveside was concluded by Rev. Ponsonby.

The magnificent pink granite obelisk was erected by the members of the GWR Mechanics’ Institution.

Frederick O'Conor D (3) Frederick O'Conor D (2)

Enoch Wall – apprentice

Today it comes as something of a shock when we read about boys as young as 13 and 14 employed in the railway works. The work was heavy, the working day long, and it was a dangerous environment. Accidents were frequent and sometimes fatal.

Rumour circulated throughout the Works that young Enoch Wall had lost his life due to the negligence of a fellow workman. Do you think the jury came to the correct verdict?

Enoch Wall was born on February 19, 1871 the second youngest of James and Elizabeth’s fourteen children. The UK Railway Employment Records state that he began a fitters apprenticeship on his fourteenth birthday earning a daily rate of 10d (about 4 pence) and that he was ‘Killed 15/10/85.’

The Fatal Accident in the GWR Works

On Saturday morning Mr Coroner Baker opened an enquiry at the Cricketer’s Arms inn, New Swindon, on the body of the lad Enoch Wall, aged 14 years and 8 months, son of Mr Wall, permanent way inspector, GWR, who was killed in the Works on the previous Thursday under circumstances briefly reported in these columns. The body was lying at the mortuary attached to the Accident Hospital. A good deal of interest appeared to attach to the proceedings, in consequence of a rumour being circulated that the deceased lost his life through the carelessness of a fellow workman. Mr W.E. Morris was elected foreman of the jury. Mr E.C. Riley attended and watched the proceedings on behalf of the GWR officials, and the deceased’s brother was also present. The first witness examined was,

Arthur Thos. Gillmore, of 24, Eastcott Hill, a fitter in the GWR Works, who said he knew the deceased, who was an apprentice with the engine fitters. On Thursday morning the deceased was assisting him, at about 10.45, to put in a left hand distance buffer to an engine tender. Deceased was at the end of the buffer holding it up with his two hands, the end of it being against his chest. Witness was in the pit under the tender working at the spring of the buffer. The first warning he had of anything moving was the engine striking his head, and then he heard some one call out. He dropped into the pit immediately, at the same time putting out his arm and pushing the deceased out. Witness noticed then that the tender was moving, and saw that the deceased had been jammed by the engine. The tender moved on from the engine and deceased staggered out, crying out “Oh, oh,” once or twice before he fell.

In answer to the foreman, witness said he heard no warning at all of the engine coming up. Men were always working about there, and there should be a warning given. The first he heard was someone crying out “hey,” after he had been struck by the moving engine; it was a lad who called out to him. The deceased had been jammed before witness knew the engine was moving.

By the jury: His work was generally in a most dangerous place. He had heard that there was a man to give them warning, but he did not know if this was so in this shop – there was in the shop he generally worked in, but this was in the paint shop, where he had been sent to look to a weak spring. Was sure no signal was given him or deceased to look out on this occasion.

Peter Neal, Eastcott Hill, labourer in the Works, said he was employed to get engines in and out of the paint shop. On Thursday morning he was in charge of the traversing table, and had orders to get three engines out. After they had moved one engine on to the table he went into the shop to see if there was anyone in the way. Not seeing anyone he gave the signal to the engine driver to move, at the same time calling “Look out,” in case there was anyone working where he could not see. The engine moved against the one deceased was working at, and he got caught.

By the Foreman: Generally he went up the shop to see if anyone was working before shunting. It was his duty to do so. He did not go all the way up this morning. He scarcely ever did go all the way unless he knew there was someone in the way.

By the jury: If he had gone up to where the deceased was the accident would not have happened, but he did not know there was anyone there.

At this point the coroner said the evidence was taking such a turn that he thought it most desirable that the jury should view the spot where the accident happened. This the jury did, and saw the working of the table. On returning to the jury room, the Coroner said he was glad this course had been taken. He had no idea when he commenced taking Neal’s evidence what the nature of the case was. Under the circumstances he thought it best to adjourn the enquiry until Tuesday, when all the evidence possible to get would be taken. The witnesses and jury were then bound over in the sum of £10 to appear on Tuesday.

On the enquiry being resumed on Tuesday, the witness Gillmore was re-called, and his evidence was read over to him.

Walter Hunt deposed: I live at 11, Cromwell Street, and am foreman of the west yard, GWR Works. I have been so employed over five years. Peter Neal has been employed there all the time. When I receive orders from any of the foremen to move engines from the paint shop I invariably give Neal orders to do it, and it is then his duty to get the engine out on to the travelling table and run it up on to the bank. He has entire charge of the table for the time being, and his instructions from me are to stand between the engine to be moved and the table, and give the signal. He has not to go into the shop. There is another man to go round and see that no one is in the way.

The witness Peter Neal was re-called, and repeated his evidence on oath, after having been cautioned by the Coroner. He said it was his duty to see the road clear before he gave the signal to the engine-man to move. He did so on this occasion to the best of his ability. He went into the shop and looked down the engines, but could see no one, so he gave the signal to move. The engine ran freer than usual. There was generally another man to look to the inside of the shop, but this man was not present when this engine was moved. There generally were four or five men to move an engine, but on this occasion there were only three. He had done the job hundreds of times, but never had anything happen before. He never remembered men working at buffers in this shop. He should like to add that before he commenced to remove these engines he went to the chargeman and asked him to send another man to help him, but he refused to let him come.

William Thrush, labourer, of Shaw, said he generally assisted in moving engines from the paint shop, but on Thursday, when the accident happened, he was sent to another shop. When he was present it was his duty to look round and see that no one was in the way. He took his instructions generally from Jesse Townsend, the chargeman, but was often called by Neal. He always went down the shop to see if anyone was working between the engines, as men were often up underneath the working parts. On Thursday he was not sent for at all.

The Jury said they would like to see the chargeman, Townsend, and he was sent for. In the interval the evidence of

Dr. Bromley was taken. He said he was called to see the deceased at 10.55 a.m. on Thursday in the paint shop. He found him on a stretcher, dead, and had the body removed to the mortuary, where he found his ribs fractured and lungs punctured, injuries which would cause instantaneous death.

Jesse Townsend, residing at Even Swindon, foreman of labourers in the west yard, said when the accident happened he was engaged in the Paint Shop moving a lathe. Neal come to him and asked for Thrush to help move some engines. He told him he did not think Thrush was in, but on Neal saying he knew he was he said “All right, he would send him directly.” He did not send him, as it slipped his memory. Had never neglected to send before.

By the foreman: It was necessary to have four men to move an engine out – not less.

This was the whole of the evidence. The Coroner briefly summed up, asking the jury to pin their attention to what they heard there, and disabuse their minds of anything they had heard outside. Neal was in charge of the shunting engine in question, and was evidently trying to do four men’s work with three men. He had looked down the shop and given warning, and it was for the jury to say whether in their opinion Neal was guilty of negligence; if he was not, he was not responsible, and it was a clear case of accident. If, on the other had, they considered he was guilty of gross negligence, then it was a clear case of manslaughter. Those were the two points for the jury to consider. – The jury deliberated for about a quarter of an hour, and brought in the following verdict: – “That the deceased was accidentally killed by being crushed between an engine and tender. The jury are of opinion that the witness Townsend was guilty of some negligence in not sending help when asked by Neal, and that Neal exceeded his duty in attempting to do two men’s work.” The jury also added a rider to their verdict recommending the officials in the Works to arrange for a better system of scotching wheels, to prevent engines bumping as in this case.

The Swindon Advertiser, Saturday, October 24, 1885.

Enoch was buried in Radnor Street Cemetery on October 19, 1885 in grave plot E8580 where he would lie alone for almost 40 years years. His brother Lewis was buried with him on February 2, 1924 aged 56. Lewis’s wife Anne joined them in July 1935 when she died aged 71 years. Enoch and Lewis’s parents are buried in the neighbouring plot. In all those years the family had lived at 5 Wellington Street.