Tuesday Treasures - February 2022

TUESDAY 22 FEBRUARY

GWR Staff Social & Recreational Events - No.2

In our 28 July 2020 Blog, we covered the GWR Staff Association Music Festival of 1939. One of the most significant elements of the Great Western Trust Collection is the vast array of material and artefacts relating to the GWR (and then BRWR) staff recreational activities. In our current times, it is perhaps hard to imagine any large company supporting financially, let alone organising on the scale of the GWR, the breadth of activities and their year-on-year assured organisation.

With that archive to plunder, we will return to this subject in future Blogs, but provide an illuminating taster today.

It is that of the decorative cover and very informative contents of a programme for a production of The Gondoliers a Gilbert & Sullivan Opera, by the Swindon (GWR) Mechanics Institution Amateur Dramatics Society on May 17 to 20 1905.

Beyond the very attractive cover, the programme content can be simply enjoyed for the window it provides on the richness of that social era. Edwardian exuberance after the Victorians and well ahead of the tragic Great War yet to come.

We point out the polite request so eloquently worded about removing ‘Ladies Hats’, that the Organisation itself under the patronage of the Mayor of Swindon and other stated persons ‘and other influential ladies and gentleman’ rather exposes the ever present ‘social class structure’ that pervaded those times.

The programme itself has been wonderfully preserved as just one part of a unique ‘album and more’ created by a remarkable individual with a suitably remarkable name, one Henry Moutray Phillips. It extends from 1904 to 1949 when he retired from the GWR; an event even recorded in the GWR Staff Magazine! He was in his time a most admired amateur theatrical actor in his own right, and many of the items pasted into the album reflect contemporary newspaper articles about many performances of the Society events. The Great Western Trust holds this remarkable album purely through a generous act of Henry Phillips’ daughter in 2003, who wanted it preserved for future generations and chose the Great Western Trust to be its custodians. We were delighted and honoured to do so.

In passing, that dear lady had previously donated to us the walking stick of one W H Stanier the GWR Swindon Stores Superintendent which had been given him by Swindon staff. Of course he was father of Sir William A Stanier FRS. That item has relevance here as W H Stanier gave his cane walking stick to his friend J J Gale on the latter's birthday. Gale was the pianist for the Amateur Theatrical Society! Gale then in turn passed it to Mr Bill Barnes who presumably knowing the ‘Theatrical’ connections, gave it to our donor, Mr Phillips' daughter.

TUESDAY 15 FEBRUARY

70 Years Ago Today, the Funeral of King George VI at Windsor

Among the treasures in the Great Western Trust’s museum at Didcot Railway Centre is a remarkable document produced by BR Western Region that analyses what happened during the operation of the funeral train between Paddington and Windsor on Friday 15 February 1952. It gives us a privileged look behind the scenes on the day.

The cover of the report in the Great Western Trust collection at Didcot Railway Centre, analysing the Western Region's arrangements for the funeral of King George VI.

The document is bound in hard covers with typewritten pages. The first 27 pages describe the arrangements on the day, and the days leading up to it, followed by a section of notes on improvements that could be made. This section is headed by a sentence:

The following notes are influenced by experience gained on this occasion and are recorded for the assistance of those who may be concerned in connection with any future similar circumstances.

Fortunately, the ‘similar circumstances’, as it is diplomatically put, have not occurred in the intervening 70 years.

The planning of the Royal Funeral Train from Paddington to Windsor

After King George VI died at Sandringham in the early hours of Wednesday 6 February the Chief Regional Officer of the Western Region received a notification from the Press Association at 10.45 am and passed this information to the Operating Superintendent at 10.48 am.

Before the official announcement was received, provisional arrangements started to be made for running the Royal Funeral Train and Special Guest Trains.

BR Eastern Region was given preliminary advice that it would probably be necessary to borrow the Eastern Region Royal Funeral Train, as had been done for the funeral of King George V in 1936.

Work was also done between 6 and 9 February to assemble suitable rolling stock to form the Processional and Guest trains from Paddington to Windsor.

Trial Processional March

A trial Processional March took place on Sunday 10 February, leaving Westminster Hall at 8 am and anticipated to arrive at Paddington about 10 am. In fact it arrived at 10.55 am

At 3 pm on Sunday 10 February the Operating Superintendent was informed by the Earl Marshal (the Duke of Norfolk) that the Funeral Service would be in St George's Chapel, Windsor, at 2 pm on Friday 15 February after the Lying-in-State at Westminster Hall, and that arrangements would be required for the Royal Funeral Train; plus a Processional Train (i.e. for those in the procession immediately in front of the Royal Coffin); and four special trains with guests. The four Guest Trains were to leave Paddington between 10.20 and 10.50 am, the Processional Train at 11.45 am, and the Funeral Train at 11.55 am.

As a result of the longer time taken by the trial march, a request was later made by the Earl Marshal's office for the trains to leave Paddington at revised times, with the Guest Trains half an hour later, the Processional Train at 12.20 pm and the Royal Funeral Train at 12.30 pm (later revised to 12.35 pm).

The funeral train departing from Paddington station at 12.35 pm.

Eastern Region Royal Train

This train was used to carry the King's coffin from Wolferton to King's Cross (due 2.45 pm on Monday 11 February) for the Lying-in-State at Westminster Hall from Tuesday 12 to Thursday 14 February.

The Eastern Region Royal Train was moved from Bound's Green depot to Old Oak Common overnight, being berthed in the carriage shed at 4.45 am on Tuesday 12 February. The Royal Funeral Saloon, No 46, had been painted black with mouldings finished in mauve and the roof painted white. The remainder of the coaches were in LNER varnished teak livery.

Eastern Region technical staff (also staff for cleaning the interior of the train) accompanied the Royal Funeral Train and remained with it throughout the period it was on the Western Region.

A trial run was made with this train from Paddington to Windsor & Eton Central on Tuesday 12 February, leaving at 12.30 pm, hauled by Castle class No 7013 Bristol Castle. An attempt was made to reduce the schedule from 35 to 30 minutes, but the train arrived in 33 minutes. The slow speed working necessary from Paddington Arrival Side to Subway Junction was given as a reason for the original journey time of 35 minutes being adopted.

Substitution of Bristol Castle for Windsor Castle

Bristol Castle renamed as Windsor Castle to haul the funeral train. The locomotive carries two crown-topped headlamps, but on the day only one was carried, beneath the chimney. Great Western Trust collection

The Royal Funeral Train. was drawn by the Western Region Castle class engine No 7013 Bristol Castle which was renumbered 4082 and renamed Windsor Castle to maintain tradition. This engine bore the Royal Arms on either side and carried a Royal crown-topped headlamp at the base of the chimney. One of the Coat of Arms was afterwards fixed at the end of the corridor of the main office building at Paddington station and the other one stored at Swindon.

The GW Trust's document states on page 32 this renaming: gave rise to considerable adverse press comment and is a feature which should be avoided.

We have looked in newspaper archives but can find little adverse comment. The Times reported in a short paragraph on 23 February 1952: The original engine Windsor Castle which was used at the funeral of King George V, was unable to be used because of its age.

The Crewe Chronicle, which being published in a railway town, might be expected to take an interest, reported on 1 March 1952 that the original Windsor Castle, built in April 1924: ‘had been re-boilered 11 times, had its tender changed 27 times and was fitted with new cylinders in 1936, and had seven changes of wheels and axles.’

The report went on to state: ‘It was not uncommon in the old days, especially on the GW system, to switch engine titles. At the funeral of Queen Victoria the name plates of the Royal Sovereign were fixed to Atbara, another locomotive of the same class. Perhaps locomotive builders in Crewe Works could tell us of a number of instances where nameplates have been switched to engines of the same class to meet the purpose in hand.’

Other locomotives used on the day

The four Guest trains were hauled by Nos 4091 Dudley Castle, 4097 Kenilworth Castle, 5039 Rhuddlan Castle and 5065 Upton Castle. The Processional Train was hauled by No 7004 Eastnor Castle.

There were also ‘standby’ engines: 5002 Ludlow Castle at Ranelagh Bridge, 5081 Lockheed Hudson at Old Oak Common, 5035 Coity Castle at Southall, 4085 Berkeley Castle and 5049 Earl of Plymouth at Slough. These were all chimney first towards Windsor, and were turned after passage of the Royal Funeral Train to be chimney first towards Paddington and remained on standby until after the last special train from Windsor had passed.

No 7025 Sudeley Castle was also on standby at Reading.

The report states: These Castle class engines were specially overhauled.

Breakdown gangs were also on standby at Old Oak Common, Southall and Slough. The Old Oak Common breakdown train included crane No 19 in steam. The Reading breakdown vans with the Banbury 36 ton crane were on standby at Taplow.

Coaches used on the day which are now preserved

Ocean Saloons 9111 (now on the South Devon Railway), 9112 and 9113 (now at Didcot) were marshalled into the 4th Guest Train, leaving Paddington at 11.20 am. 9111 and 9112 were transferred to that train from the Processional Train for members of the Cabinet, but in the event they did not travel by train. Ocean Saloons 9116 (now on the South Devon Railway) and 9118 (now at Didcot) were marshalled in the Processional Train. Also in that train were saloons 9004 (now at LNWR Heritage Ltd, Crewe) and 9005 (now at Locomotive Storage Ltd, Margate)

Arrangements at Paddington – the silent station

A stand accommodating 850 guests was erected over the track at the stop blocks end of No 9 platform. Guests were to be in their place by 10 am. Wisely, the enginemen of the trains returning from Windsor later that day were instructed that No 9 platform at Paddington had been shortened by 200 feet because of the stand, and to proceed cautiously into the platform.

Efforts were made to observe a respectful silence in the station. The public address was discontinued from 10.30 am until after departure of the Royal Funeral Train.

Despite the experience of the Trial Processional March on 10 February, on the day the procession arrived at Paddington ahead of the expected time. The Times reported that the head of the procession reached the approach road at 11.20 am. There was a break until 11.30 when the rest of the procession followed. The Times report continued: The drum horse and state trumpeters reached the approach road at 11.45, and only a few minutes later the gun-carriage was drawn slowly up the roadway and the measured tread of feet on sand was the only sound.

The early arrival of the procession had one consequence with the silence in the station being marred by the arrival of a train. As the GW Trust's document observes:

The 6.30 am ordinary train from Swansea, which formed the 8.15 am Cardiff to Paddington (due 11.40 am) and altered to run via No 2 Carriage Line from Subway Junction to Westbourne Bridge and via No 1 Carriage Line from Westbourne Bridge to No 3 platform on the Departure side, came to a stand punctually at 11.40 am with some noise owing to the brakes grinding. The noise was intensified owing to the complete quietness of the whole of the station. On a similar occasion it would be desirable to make provision for the possible earlier arrival of the Funeral Procession than scheduled and to suspend all station movements earlier.

By noon the coffin had been transferred to the train on platform 8, and the Royal mourners were on board. The Queen, the Queen Mother, Princess Margaret and the Princess Royal joined the coach behind the funeral coach, and the Royal Dukes entered the one next behind. The members of foreign missions and governments, and other high officers and officials joined the processional train standing on No 9 platform.

The special train notice for the Royal Funeral Train. Great Western Trust collection & The timetable card for the Royal Funeral Train. Great Western Trust collection

The GW Trust's document reports what happened next during the long wait for the two trains' departure times:

Owing to the earlier arrival of the Funeral Cortège the representative of the General Officer Commanding London district (Major Worrall) strongly pressed the Operating Superintendent to start the Royal Funeral Train before its booked departure at 12.35 pm in order to avoid the long wait. The Operating Superintendent declined to make any alteration in the starting time of the Royal Funeral Train because of the difficulties this would have made at Windsor. (As it was there was only just sufficient time at Windsor between the arrivals of the Processional and Royal Funeral Trains for the important personages in the former train to take up their allotted positions before the arrival of the Royal Funeral Train).

The GW Trust's document reveals how the Royal Funeral Train was able to depart silently at the allotted time:

By a special arrangement made by the Operating Superintendent with the Assistant Operating Superintendent, who was positioned inside the rear van and travelled in this vehicle, the ‘Right Away’ signal for the Royal Funeral Train was given by the Operating Superintendent to the Enginemen by means of a hand signal after it had been ascertained on the train telephone from the rear of the train that everything was in order for the train to leave. This arrangement was most effective in silently signalling the departure of the Royal Funeral Train, which moved almost imperceptibly out of the station.

The Times described the departure of the train: A few moments before 12.35 the guard of honour presented arms, a thin shaft of smoke rose from the funnel of the engine Windsor Castle, and the royal train began to move forward. It did not gather speed, but, as the bands of the Coldstream and Scots Guards played Chopin's Funeral March, drew evenly away. All eyes were upon it as it curved slowly out of the station and passed from view.

The document in the GW Trust collection reveals some more observations on the day.

Milk traders were unable to access No 12 platform between 9am and 1 pm. Fish, fruit and flower traffic also had to be cleared by 9.30 am. Fish traffic was kept clear of platforms 8 and 9 to avoid any mess and smell.

Railway tickets were not held by the guests. A count was made of passengers on all the special trains and this was the basis of the account to Buckingham Palace.

The military band should be positioned not less than six feet from the edge of No 8 platform so as not to impede railway staff alongside the Royal Funeral Train.

It was observed that the Eastern Region technical staff on the Royal Funeral Train were peering through the windows of the rear van as the train left, and instructions should be issued to avoid this on future occasions.

Refreshments served in the special trains

The GW Trust's document reports on a controversy on the supply of refreshments on the trains:

Refreshments were served to the invited Guests travelling by the various special trains, and the catering arrangements were carried out by the Hotels Executive (Western Region) staff. Refreshments supplied on the Royal Funeral Train were provided by the Royal Household staff with the exception of the Railway Officers travelling in the Railway Officers' Saloon which were provided by the Hotels Executive (Eastern Region).

The arrangement for the Hotels Executive (Western Region) to supply refreshments to the Invited Guests on the Special trains was in accord with a similar arrangement made on the occasion of the funeral of His Late Majesty King George V but no written order was given, either by the Earl Marshal or other appropriate authority. In the settlement of the account by Commander Sir Dudley Colles, the Deputy Treasurer to H M The Queen, the question of the actual authority for the ordering of the refreshments was raised, and the Operating Superintendent pointed out that in discussions with the Earl Marshal and Military Officers regarding the arrangements necessary for the funeral, it was stated that it was proposed to repeat what was done in 1936 for the provision of Special trains and Refreshments

IT IS IMPORTANT THAT WRITTEN AUTHORITY SHOULD BE OBTAINED IN FUTURE FROM THE EARL MARSHAL TO COVER THE PROVISION OF REFRESHMENTS FOR THE GUESTS TRAVELLING ON THE SPECIAL TRAINS

The account submitted to Buckingham Palace for refreshments was £1,387 (about £42,500 at today's prices) of which about 50% was for alcoholic drinks.

By comparison the price charged to the Palace for tickets for 1,100 passengers was £560 (about £17,000 at today's prices). An absolute bargain, we think you will agree, in view of the many special arrangements, such as standby locomotives, described in the GW Trust's document.

Letters of Thanks

A letter was sent by Sir Alan Lascelles, Private Secretary to The Queen, to the Chairman of the Railway Executive, expressing: her deep appreciation of the manner in which the arrangements were carried out. The journeys from Wolferton to King's Cross, and from Paddington to Windsor were accomplished with a smoothness which indicated the care and forethought with which they were both planned and executed.

Another letter reproduced in the GW Trust's document was sent by John Colville, Joint Principal Private Secretary to the Prime Minister, Winston Churchill, to Gilbert Matthews, Operating Superintendent of the Western Region. In it John Colville wrote that Churchill: has asked me to let you know what satisfaction it gave him to learn of the high praise which was given to these arrangements by the many distinguished foreigners who travelled to Windsor, and, indeed, by everybody else who benefited from them.

TUESDAY 8 FEBRUARY

Children's Education through Railway Publications

In two previous blogs we have recorded how the Great Western Railway produced children’s books and games that provided their image and gave varying degrees of educational content.

Continuing that rich theme, this blog may at first glance of our first illustration make you wonder if our GWR focus has gone off the rails, but we assure you it all ends well!!!

The publication by Collins, of ‘The World’s Railroads’ created by T E North with splendid coloured and monochrome sketches, has we have to admit a very striking cover of the streamlined LMS Coronation Class pacific Princess Alice on the similarly liveried rake of coaches, sweeping around the globe! Although the publication, typical of its peers has no printed date of its publication, and no price either, the title using ‘railroad’ rather than ‘railway’ does rather point towards its target market being the USA although actually printed in the UK.

All that said, we are pleased to offer two other illustrations from within it, to say that beyond images of Canadian, American, French, Australian and African Railway locos, they justifiably included that of GWR 6000 King George V on the South Devon coast section near Dawlish (although the text states that the train is “Racing along Cornwall’s beautiful coast”). Look carefully and you will observe the locomotive has sprouted an extra set of wheels! T E North chose to use the King loco again on the final page, to give details of its construction. We have to record that the booklet omits any sketch of an LNER or SR express, and of course as the LMSR Coronation Class pacific locos were designed by Sir William Stanier once of the GWR, we think T E North made the right choice!

We also note approvingly, that the boy (probably) who once possessed this publication, has marked the KGV image with a suitably large ‘tick’ in pencil!!

TUESDAY 1 FEBRUARY

Rambling and the GWR

We are tempted to believe that our recent Covid crisis, first stimulated a nationwide discovery of the wonders and health enhancing attributes of the countryside air and its natural environment. To do so would overlook a key much earlier stimulus, in which the GWR had a surprisingly significant and previously unremarked role.

In many of our previous Blogs, the Great Western Trust collection has provided examples of how the GWR powerfully advertised and exploited its self-made ‘Holiday Line’ status, which largely evolved from tempting first class (wealthy) passengers to ‘Go West’, and even stay at GWR Hotels in Cornwall and Devon. As paid holidays for the so called middle and working classes (have you heard of the white and blue collar distinctions?) gave these much larger communities the same opportunities, even if the GWR's own, Holiday Haunts annually produced books catered for their more modest ‘Bed And Breakfast’ and less expensive weekly accommodation needs, the emphasis was very much on seaside holidays.

However, in the financially difficult 1930s, a combination of tighter household finances and a younger generation keen to seek alternative less costly experiences such as camping, hiking and rambling, was hardly to be ignored by the GWR! Their highly attuned Publicity Department, started to produce booklets on such pastimes, all of course suited to travelling to the relevant locations by train.

In 1931 they commissioned Hugh E Page, then secretary of the North Finchley Rambling Club, to produce a booklet, at the modest price of six old pence, entitled ‘Rambles in the Chiltern Country’. Page had personally undertaken every ramble described in copious detail in the book, which includes a fold out map. Its popular success can be appreciated by the fact that it had to be reprinted just one month after publication, and by 1937 had had two more issues. Furthermore, it stimulated his authoring, no less than seven rambling dedicated booklets covering the entire GWR system up to 1939. Indeed, so desperate were city folk to escape the torture of London during the war, further issues took place in 1942, each with red printed inserts warning of changed war time conditions that ramblers might experience when using the prescribed routes!

The edition of which we deliberately chose to illustrate both its colourful and attractive front and rear covers, with price now increased to one shilling, was in fact one of a series of four titles, published in 1949 by BR Western Region no less. Clearly, some 18 years after its first issue, the rambling pastime had held the public’s interest and the Western Region publicity team had every justification in exploiting it.

Sadly Page died in an accident whilst exploring new rambling opportunities, but his role in stimulating that most enjoyable and health enhancing activity, should be celebrated and recorded.

Further examples of GWR publications and special trains associated with these activities will be the subject of our future blogs.

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