Role of Station Master - A Dangerous Job?

[Andy873]

Many of you know I've been busy searching for certain SM's, but I've noticed quite a few SM's over time were killed at stations all around the country.

How hands on were SM's?
How / why could you be seriously injured or worse killed by a passing train?
What would you be doing to put yourself at risk at a station?

I know these are basic questions, but I'm still trying to understand the actual wider role of a station master.

 

[lordbusiness]

Interesting question and I await responses from those that may know.
All I would say is that if you looked at other grades employed on the railways until relatively recently, the number of deaths and injuries would be horrifying.

 

[Snow1964]

I don't know about any specific cases, but from my reading of old railway history books, seems the stationmaster in the nineteenth century was very much in charge of his patch, and was expected to sort problems.

Would be different at major locations, or where there were loco depots too, where specialist staff could help fix things. But seems at normal (country) stations if a signal was jammed by snow, or porters were struggling to get big farm animals loaded or whatever, then we mustn't delay the trains was seen as first priority. There was clearly expectation or pride in getting everything done.

My guess is risks that would no longer be acceptable were taken, and the sort it and fix it attitude, even if meant attempting something with no training. I am guessing some would have been hands on type, to show they were team leader, even if they took silly risks in doing so.

 

[PeterC]

This is back in the days of barrow crossings. The attitude towards staff being on or near running lines was totally different

 

[Rescars]

This is back in the days of barrow crossings. The attitude towards staff being on or near running lines was totally different

Not forgetting those steps let into the side of platforms so staff could walk directly across running lines to the opposite platform (frequently signed "Passengers must NOT cross the line here"!

There were also many and sundry hazards connected with the working of unfitted goods trains, including local shunting manoeuvres, of which fly-shunting was one of the more extreme versions. It's interesting to note when reading records of accidents in the past, how frequently critical decisions were made at wayside stations whilst the stationmaster was occupied elsewhere, often supervising shunting - which presumably involved working locally operated points, pinning down brakes, etc. Whilst most of the physical activity would no doubt have been carried out by others, presumably the stationmaster would have been expected to step up whenever assistance was needed.

 

[lordbusiness]

All you've got to do really is look at some of the old BTC films to see some of the things that went on back in the day.
I watched one a while back of the early stages of electrification of the WCML- a load of guys working on top of a coach- no side protection or fall arrest and a cloth cap was considered a suitable form of head protection. I wonder how many times they got to the end of the section and someone said 'Anyone seen Harry?'
Even things like brake vans- basically a garden shed on wheels.

 

[EYFanatic]

I can imagine one or two died from natural causes such as napping and not waking up or the simple heart attack. Would think there must be a couple that died from being assaulted either on the platform or during a robbery

 

[LYradial]

One thing I have not seen mentioned is the the stationmaster is the railways representative, he also had responsibility for chasing up payment of invoices and, to a degree, drumming up business for the railway.

he had to ensure that the cash and ticket books were always up to date lest the auditors arrived unannounced to carry out a check.

 

[eldomtom2]

You might want to look at the union records for payments to the families of union members that had died - some are available online and these would give you an idea of how common death by accident was vs. other causes of death.

 

[StephenHunter]

Interesting question and I await responses from those that may know.
All I would say is that if you looked at other grades employed on the railways until relatively recently, the number of deaths and injuries would be horrifying.

There are extensive records on injury payouts, and pensions, I believe. Not to mention all the accident reports.

 

[Carbean]

I also think that at small country stations the Station Master was always on call. Accidents happening due to tiredness.

 

[StephenHunter]

I also think that at small country stations the Station Master was always on call. Accidents happening due to tiredness.

They usually had a cottage on or very near the premises, I believe.

 

[lordbusiness]

They usually had a cottage on or very near the premises, I believe.

I've been in quite a few of the stations on the GA network and some of the accommodation in even some of the smaller stations is pretty impressive, only now sadly in a state of disrepair. Stowmarket and Needham Market for example.

 

[6Gman]

Interesting question and I await responses from those that may know.
All I would say is that if you looked at other grades employed on the railways until relatively recently, the number of deaths and injuries would be horrifying.

And it may also be that the death of a Station Master would attract more attention (e.g. in the local papers) than the death of a porter or shunter.

 

[Rescars]

It wasn't only stationmasters who were provided with accommodation by the pre-amalgation companies, especially in more remote locations where staff were required. The most spectacular example was the village at Riccarton Junction. There was the remarkable cottage for the signaller at Glencruitten Crossing near Oban, where the lever frame was located in what might conventionally have been the sitting room.

 

[weepingwillowb]

Here's the Dymock stationmaster's death, reported in the Gloucester Citizen, Wednesday, 26th October 1904, but involving a traction engine, not a railway engine.

 

[Brightonboy]

I have a similar question (MODs feel free to move elsewhere if appropriate...) in that I know my long deceased grandfather started as a shunter at Brighton in 1914 before working his way up through Porter to Goods Guard (at least). I know what a shunter would be doing in the top and bottom goods yards at Brighton, but it made me wonder how the shunters' roles were carried out at the smaller stations and wayside private sidings in the local area. Who did do the coupling/uncoupling of wagons, working of ground frames etc when they were visited by trip workings or 'pick up' goods trains if there were no suitable station staff. Was it the guard, the loco crew or did a shunter from the main yard have to accompany the train (in the brake van)?

 

[Andy873]

@Brightonboy That's a very good question it's certainly worthy of its own thread.

@weepingwillowb Another great newspaper find there, an interesting read!

All the replies are fascinating to me thanks all, it appears that an SM was back in the day a lot more hands on than I'd thought, not just some sort of desk job then. Being effectively on call 24/7, many SM's (and probably many other railway workers) must have felt at times as if their life was not their own.

Clearly anyone who has cause to be down at trackside is in a dangerous position.

Now for my really basic question - Were SM's expected to watch a train into a station, then back out again? I have a clearly staged photo of station staff from around 1912 where the SM is side on, looking down the platform as if he's waiting for an incoming train.

 

[weepingwillowb]

@BrightonboyWere SM's expected to watch a train into a station, then back out again? I have a clearly staged photo of station staff from around 1912 where the SM is side on, looking down the platform as if he's waiting for an incoming train.

I suppose that could depend on the size of the station, the number of other staff available, and the importance of the train. If there was a Royal visit by train, or any important dignitaries, the stationmaster would definitely be on the platform to welcome whoever it was, or to see them off.

In the case reported below, the Tamworth stationmaster was on the platform when the LNWR train from London arrived.


Birmingham Daily Post, Wednesday, 25th July 1888

 

[EYFanatic]

I suppose that could depend on the size of the station, the number of other staff available, and the importance of the train. If there was a Royal visit by train, or any important dignitaries, the stationmaster would definitely be on the platform to welcome whoever it was, or to see them off.

In one of the Paddington 24/7 episodes, it shows the duty station manager wearing a bowler hat to personally see off a train from P1 just after 10am - so the custom still lives on

 

[Rescars]

Not just important people. I'd guess the SM would certainly have taken a close interest in the arrival of trains carrying perishable loads or livestock (such as pigeon's for release), important parcels, secure items such as tickets or daily instructions from HQ. In any case, the SM would have supervisory responsibilities for making sure the rest of the station staff did what was expected of them when dealing with arrivals and departures. Whoever else may have seen off a train, the Bobbie would have been duty bound to check the tail lamp.

 

[Andy873]

Once more, thanks everybody.

In one of the Paddington 24/7 episodes, it shows the duty station manager wearing a bowler hat to personally see off a train from P1 just after 10am - so the custom still lives on

I was wondering about those bowler hats... am I right in thinking some would wear them at work (to show their status) while others stuck with the caps?

 

[oldman]

The station master at Waverley had a top hat for special occasions. The man in charge of a major station would be far too important to wear a uniform.

 

[GB&K Joint]

In the Deltic era I saw the Waverley stationmaster wearing a bowler hat, attending the departure of the 10am Flying Scotsman.

 

[LYradial]

As I understand it, a bowler hat says you are a railway officer, not just a railway servant.

 

[Rescars]

Traditionally in the steam era the stationmasters of principal stations (like the London termini) wore top hats. Did bowlers come in with the Modernisation Plan perhaps? There must have been some arcane grading structure which determined who wore a topper and who got a peaked cap, and I'd guess how much scrambled egg was on it. By the time Stationmasters had been replaced by Station Managers, I think the bowler was the norm.

 

[Morayshire]

I recall being told by a now retired civil engineer that flat caps were for the labour while engineers/management wore proper hats (presumably bowlers). Context - we were discussing hard hats and the various colours being worn on a site. Presumably something similiar would have applied to the railways

 

[45Fox]

As I understand it, a bowler hat says you are a railway officer, not just a railway servant.

I recall being told by a now retired civil engineer that flat caps were for the labour while engineers/management wore proper hats (presumably bowlers). Context - we were discussing hard hats and the various colours being worn on a site. Presumably something similiar would have applied to the railways

As I recall, there used to be quite a hierarchy of headgear on BR, in the 1980s.
Uniform caps for staff issued with uniforms, trilby hats for inspectors (with bowlers for occasions such as working Royal trains, VIP visits, etc), bowlers for managers.

 

[Dave W]

One thing I have not seen mentioned is the the stationmaster is the railways representative, he also had responsibility for chasing up payment of invoices and, to a degree, drumming up business for the railway.

he had to ensure that the cash and ticket books were always up to date lest the auditors arrived unannounced to carry out a check.

[my bold]

There'll be more examples, but Jack Warland's Light Relief tells a tale where he discovers the stationmaster gets invites to the local Chamber of Commerce's balls, theatre trips etc when a relief SM gives him the tickets, and eventually arranges to have the tickets periodically off the regular man! So I suspect even in BR times a stationmaster had quite the position in a local community and would do quite a lot of "business development", as we'd call it now.

 

[EYFanatic]

So I suspect even in BR times a stationmaster had quite the position in a local community and would do quite a lot of "business development", as we'd call it now.

There is a book written by an ex-signaller who later became a guard that said one of the "jobs" the station master at Normanton had was to judge the local vegetable competition and served on the local parish (Church) council