Station Name: TOLLESBURY[Source: Darren Kitson]
 On 23 May 1904 well prior to public opening the contractor gave local people a free trip along the line in open wagons fitted temporarily with makeshift seats. Among the participants was Arthur Wilkin who was perhaps behind the organisation of the event. This photograph is believed to have been taken at Tollesbury. The contractor's locomotive is Manning, Wardle & Company 'L' class 'Fashoda', works number 1432 of 1899. She is fitted with both sprung and dumb buffers to suit main line and industrial wagons. Fashoda is today known as Kodok, a town in Fashoda County, in the Upper Nile State of South Sudan. It became famous for the diplomatic dispute of 1898 which came to be known as
the 'Fashoda Incident'. Photo from John Mann collection   1922 1:2,500 OS map. The scale of the 1922 OS maps allows the showing of the track layout at Tollesbury station and the second double-ended siding, frequently used for running round, on the Pier extension east of the level crossing. This was the last section of the Pier extension to remain in use, doing so until abandonment of the line beyond Tudwick Road in 1951. The water tower of the pumping station is that seen in the background of many post 1914 photographs of the station.
1:10,560 OS map gives an idea of the location of the then-still-open Tollesbury station relative to the village, which by this time was starting to expand towards the form it takes today. The map implies the extension towards Pier station was still in use. When Pier station closed in 1921 most of the line beyond Tollesbury fell out of use by default but was seemingly not officially closed at that time. The siting of the Coastguard Station, bottom right, may appear odd but at the time the view across to the water was uninterrupted. The expansion southwards of Tollesbury village rendered the Coastguard Station effectively useless. The Coastguard cottages built in 1879 ('Bay View' still exists) were located on the west side of Mell Road immediately south of the junction with what is now Wycke Lane.
 1958 1:2,500 OS map shows evidence of expansion of the village and especially on its south side. As was often the case, the village expanded, as did Tiptree, regardless of the closure of the railway and its by then rather useless passenger service. Osborne's omnibus garage was located on New Road, seen running roughly west - east in the centre of this map. At the site of the railway station, above the 'ed' of 'Dismantled' the dock and station building are marked as still being in existence and they were to remain so, along with the platform, for several more years.
An industrious scene at Tollesbury sometime in GER days with permanent way work ongoing. The open wagon between the locomotive, which retains condensing equipment, and carriage suggests an engineering train. The date could be October 1906 when work at Tollesbury is known to have been underway in connection with the Pier extension and there is no sign of the watertower in the background which would suggest pre 1914 at the latest.
Photo from Jim Lake collection  Sometime during the first few months of the line's existence 0-4-2T No. 25 awaits departure for Kelvedon. The train is formed of two of the vehicles which were heavily modified at Stratford Works for the Kelvedon & Tollesbury, the arrival of the ex-Wisbech & Upwell and ex-Stoke Ferry stock was still many years in the future. It is possible No. 25 had worked down to Tollesbury with the morning mixed train which at this time returned to Kelvedon passenger-only. This would explain the goods brake van, left, being at the rear of the wagon(s) on the double-ended siding. No. 25 will have run round her train in the second loop beyond the level crossing after dropping off the wagons. The GER 10 ton brake van No. 25614 was, as can be seen, allocated to the line. This practice was common on branch lines. These vans were replaced from time to time over the years, as and when works attention was needed, and another substituted. The small hut on the right is assumed to have been the lamp room, the purpose these huts served elsewhere along the line. Why it was clearly necessary to provide this one with a stove is a mystery. In the event this hut disappeared to be replaced by a grounded carriage body.
Copyright photo from John Alsop collection 
What is no doubt 0-4-2T No. 25 approaches the brand new Tollesbury station with a passenger train in October 1904, the month and year of opening. Tollesbury was one of only two locations along the line to be provided with a dock, on the right, the other being at Heath Siding. Intended for cattle, little evidence exists of this traffic ever being carried and goods loaded at Tollesbury seems to have primarily been fish and oysters (oysters are molluscs, not fish). Much of the Kelvedon & Tollesbury passed, of course, through fruit and vegetable growing countryside. Until 1907 the end of the line was the second double-ended siding behind the camera. The photographer was therefore standing on the level crossing with his cumbersome camera and tripod while no doubt hoping the train would come to a halt short of him. Although the thought conjures up a mildly comical situation in the mind, in reality the train had probably paused short of the station while the photograph was taken. The second siding, behind the camera, was used for remarshalling trains and running-round until Tollesbury closed in 1951. As such it was the final section of what in 1907 became the Pier extension to remain in use.
Copyright photo from John Alsop collection  A postcard view dating from sometime prior to February 1907 and facing towards Kelvedon. The level crossing was one of those which the Board of Trade's Inspecting Office required to be gated and provided with a keeper, but the GER argued the case and won. Note the seemingly odd arrangement with the rear of the platform continuing behind the wooden fencing; this actually constituted the station entrance from the forecourt, such as it was, largely out of view to the left. What the ornate contraption standing against the end wall of the station building is is intriguing. This is the only known photograph to show it so maybe it was awaiting loading onto a train or was awaiting collection having been unloaded.
Photo from John Mann collection  This postcard view is undated but an example survives postmarked 7 August 1915. The photograph will therefore have been taken at some point previously and possible by several years but no earlier than 1909 - see below. If we deduct railway staff and at least one policeman the children appear to outnumber adults. We might assume the occasion was a children's outing of some sort although the police presence may suggest somebody important was arriving and the children were there to greet. The station building bears some enamel advertisements while to the right can be seen the Gentlemen's urinal and the small hut which served as the lamp room. At far left the running line continues over Station Road level crossing. In the foreground note how the goods yard surface, such as it was, is made up to rail level. The houses left centre background constitute Washington Terrace with 1909 on the date stone. They are still there today, on what is now Waterworks Road.Copyright photo from John Alsop collection  This is highly likely to have been taken on the same occasion as the previous view in which the donkey and trap can also be seen as can the man, seen here at extreme left, wearing a dark coat and hat. The man adjacent to him in lighter clothing is also visible in the previous view. At least one of the women does not appear to be wearing a hat; not the 'done thing' at the time unless she had informally 'nipped out' of a nearby house in which case being hatless was acceptable. The sign centre background warns against trespassing on railway property. Note the grounded carriage body, left background. It was one of two to be found at Tollesbury in due course. Of interest is the 'folding perambulator', as they were known, right of centre. When folded, these contraptions still stood on their four wheels but could fold enough to be stored in a convenient corner or cupboard. Over time 'push chair' became the common term and the modern equivalent is the lightweight aluminium 'buggy'. On the right is a more traditional perambulator and often with these the body could be removed and used as a 'carry cot'. These perambulators were expensive and were often handed down through the family as generations were expected to marry and have children of their own.
Photo from John Mann collection 
Another postcard view, this time looking in the direction of Tollesbury Pier. While the date is unknown it is sometime after 1914 as in that year the water tower in the background was erected. The three men on the platform likely comprise the porter-in-charge, his assistant and to their right perhaps a linesman or a local carrier. A number of parcels and sundries are present. The water tower is usually referred to as part of Tollesbury waterworks but maps refer to it as 'Maldon R. D. C. pumping station' (R. D. C. = Rural District Council). The matter of Tollesbury's water supply was raised in Parliament on 11 May 1950 when it was noted the borehole was inadequate to supply Tollesbury's needs. It was still ongoing in 1955, apparently because Maldon R. D. C. was dragging its heels over providing documentation in connection with a Government grant towards new facilities. The water tower and pumping station disappeared sometime in the 1970s. It stood on the north side of what became and still is Waterworks Road, originally an offshoot of Chapel Road which became Station Road when the railway arrived. As an interesting aside and still with the subject of water, to the north of Tollesbury and south-east of Salcott lies Old Hall Marshes. In 1830 a drainage scheme which came to be known as 'Tollesbury Syphons' was installed. The engineer was some chap named Isambard Kingdom Brunel, a name which may ring a bell with a few people.
Photo
from John Mann collection
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Notes: Tollesbury, historically a fishing village, is centred round The Green, but like many other villages had been in decline as people sought better paid and more secure employment elsewhere. In 1901 for example the population was 1,865 and by 1951 had fallen to 1,564 (Source: Essex County Council). The period 1901 - 1951 is more or less that in which the railway was operational (the railway opened in 1904) therefore the railway did nothing to boost the fortunes of the village, or at least not in terms of population. We must however look at both sides of the proverbial coin and what we do not know, nor will we ever know, is what would have happened to the population of Tollesbury had the railway not been built. In other words the population could have declined further. Things have since changed and the 2011 Census gave the population of Tollesbury as 2,621, showing that growth can occur regardless of there being no railway and this is a recurring theme across the country.
After leaving Tolleshunt D'Arcy, the railway ran in an east-south-east direction before curving sharply to run south-south-east past Old Hall Lane and Old Hall siding. It then curved east-south-east to clip the northern edge of Tollesbury. The station was the original terminus of the line and was situated along what was Chapel Road which was subsequently renamed Station Road. To this day Station Road is public as far north as the station site, beyond which it becomes a farm track.
Being the original terminus and therefore one of the original stations, Tollesbury station was at first surprisingly basic and comprised only the usual low platform and wooden station building with urinal at its Kelvedon end. At some point in time a grounded carriage body was added, behind the platform at the Kelvedon end. This body did duty as a parcels lock-up and lamp room and was fitted with a stove. Platform furniture comprised the usual oil lamps and bench seats plus a stanchion-mounted running-in board. The running-in board was positioned at what became the Tollesbury Pier end of the station but was set back and hidden largely from view of arriving passengers by the station building. Not of course that anybody would be in any doubt as to where they were.
In the branch history was mentioned a cost of £3,610 quoted for staff cottages along the line and given the cost of the cottage at D'Arcy was stated to be £255, the £3,610 quote implies cottages were to have been provided throughout the line for [gated] crossing keepers and other staff. As it appears only one cottage was ever provided at D'Arcy, no doubt the others failed to appear due to a cost cutting exercise. Tollesbury station was staffed by a porter-in-charge plus assistant who lived locally in the village; checking of maps from various times show no structures near the railway where one might expect to find railway cottages. During the period the Pier extension was in operation one of the staff members covered Tollesbury Pier station. Mr Jack Gallant, who had transferred to Tollesbury from Harwich, was porter-in-charge from the opening date and reputedly remained in this post for many years until he retired. It should be mentioned that some sources, in 2024, stated Mr Gallant was a stationmaster but this is incorrect. Mr Gallant's assistant was, at least at one point in time, a Mr Lawrence.
Immediately before the station on the Down side was the usual double-ended goods siding and goods yard. The latter was nothing more than a patch of land as nowhere along the line were goods sheds and/or yard cranes ever provided. The yard did however gain a grounded carriage body, making a total of two at Tollesbury. Possibly it was used as a coal office but confirmation is lacking. A loading gauge and 1 ton weighing machine were provided.
In both terminus and through station periods shunting and running-round of locomotives is a subject of some interest. As we have seen Tollesbury station was provided with the usual, for this line, double-ended siding and while this could be used as a run-round loop such would only be possible if no wagons were stabled on it. Shunting at Tollesbury was subject to a regulation peculiar to this station. Initially the porter-in-charge at Tollesbury was required to inform his counterpart at D'Arcy that the running line at Tollesbury was clear of wagons. If it was not, trains had to be held at D'Arcy until the running line was clear; when it was, the man at Tollesbury had to again contact D'Arcy so the train could be sent on. This raises a curious question; the line was always operated under the 'One engine in steam or two coupled' principle but the aforementioned regulation implies two locomotives were present independent of each other. We can only assume that should a train be held at D'Arcy any wagons on the running line at Tollesbury were shunted by horse or manually using a pinch bar. No evidence has been found of horse shunting being employed at Tollesbury or of any stables at or near the station so the only answer is the pinch bar method. A pinch bar is a long lever with cranked end, placed between rail and wheel to move wagons by applying the force of leverage to the tyre.
However, while the aforementioned regulation may have been in place it is quite possible it was never enacted because a second double-ended siding was provided on the other side of the level crossing and the track leading to it would in 1907 become part of the Pier extension. In 1904 the inspecting Officer for the Board of Trade, Lt. Col. Pelham George von Donop required gated level crossings with keepers to be provided at three locations, one of which was Tollesbury station with the other two being Feering Hill and Inworth. With economy very much in mind, the Great Eastern Railway lodged an appeal and won. As a result the level crossing at Tollesbury station was never gated and no dedicated level crossing keepers were ever employed anywhere on the line. The requirement of von Donop for a gated crossing at Tollesbury station is important because it tells us the second double-ended siding, on what would become the Pier extension, existed from the outset. Right up until closure in 1951 and irrespective of the closure of the Pier extension in 1921 to regular traffic the second double-ended siding was used for remarshalling trains and running-round of locomotives. Officially passengers were prohibited from remaining onboard while trains shunted, not that any ordinary passengers would have a need to do so, but there are two known occasions when this rule was ignored and both can be seen among the photographs.
There exists a story telling of how this shunting involved locomotives and stock constantly shuttling back and forth over the ungated level crossing and the porter-in-charge placing a temporary barrier across the road. While the shuttling back and forth was true, the barrier part of the story is open to question, partly because no photographs showing this have been discovered and partly because north of the level crossing Station Road became a farm track meaning road traffic over the level crossing would have been minimal. Possibly this story has been confused with Tiptree. Beyond the loop on the Pier extension, a section of the nominally disused track post 1921 was used for wagon storage although precise details such as dates are not known.
While the line was always known as the Kelvedon, Tiptree & Tollesbury Light Railway or often simply the Kelvedon & Tollesbury Light Railway there is a curious twist to the story in respect of Tollesbury. In 1895 and 1896 when the line was still very much at the proposal stage there were mentions of an extension from Tollesbury to what was variously described as 'Mersea' and 'Mersea Island' which can probably be taken as meaning West Mersea. Other proposals not connected with the Kelvedon & Tollesbury specifically mentioned West Mersea, being served by a line from, for example, Marks Tey. As things turned out, beyond Tollesbury the line turned south-east to reach Tollesbury Pier but had it been instead extended to West Mersea it would have turned quite sharply north-east beyond Tollesbury. It is possible proposers and even the Great Eastern Railway itself were unaware of the topography of the area between Tollesbury and West Mersea as an extension would have needed to cross Tollesbury Fleet and a selection of creeks and marshland. Had it happened some may have been on bridges and some on causeways (the eventual Tollesbury Pier extension was partly built on a causeway) but whatever methods were used it would have been prohibitively expensive and likely why this scheme was never heard of again. In the event the Great Eastern Railway ran a motor omnibus service between West Mersea and Colchester.
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