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THE HISTORY OF THURSTON RAILWAY STATION.
By Keith Barker
Thurston lies some four and half miles east of Bury St Edmunds and is a small Suffolk village. In 2012 it still has a railway station, albeit an unstaffed halt and is served by trains of the Greater Anglia Railways train operating unit and has nineteen trains a day in each direction.
The history of the line began in the mid 19th century when the Eastern Union Railway
Company (E. U. R.) was formed by some dissident directors of the Eastern Counties
Railway Company (E. C. R.) who were aggrieved at that companies failure to build
their line from London beyond Colchester and on to Ipswich. The Eastern Union
Railway Company gained the appropriate sanction of parliament and started to construct
their line from Colchester to Ipswich. Even before the countryside completion of
this line parliamentary approval was sought for “the Bury extension” from the E.
U. R. line at Ipswich right through to Bury St Edmunds. A separate company, the
Ipswich and Bury Railway Company (I. and B. R.) was formed with an authorised share
capital of £400,000. The chairman was Mr John Chevallier Cobbold; a solicitor of
the well known Suffolk family later known for their brewing interests; also chairman
of the E. U. R. and former director of the E. C. R. His father John Cobbold was
also on the board of both the E. U. R. and the I. and B. R. The bill for the "Bury
extension" and the I. and B. R. company was granted parliamentary approval by Royal
Assent on 21 July 1845.
Peter Bruff who formerly worked for the E. C. R. and was the engineer for the E. U. R. was also appointed as the engineer for the I. and B. R.. The contract for the Ipswich to Bury line was awarded to Thomas Brassey the well-
Frederick Barnes of Ipswich was an architect, who like Wood had been articled and trained under Sidney Smirke architect of the British Museum. Barnes was born in Hackney in 1814 and educated at Christ’s Hospital School, where his father was a master. The design contract for the majority of intermediate stations, (Bramford) Clayden, Needham, Stowmarket, (Haughley Road), Elmswell and Thurston was awarded to Frederick Barnes. It is not known whether the timber structure at Bramford or the station building at Haughley Road were Barnes designs, although the later station on the line from Ipswich to Norwich at Haughley Junction about 1 mile away certainly was. I have not been able to establish who was the building contractor for the Thurston station buildings. The Bury and Suffolk and Yarmouth Chronicle of Wednesday 9th September 1846 stated that the tender meeting of the I & BR for the construction of Thurston and Needham station buildings had been postponed from Thursday 10th September until Tuesday 15th September 1846. A note in The Builder magazine Oct 3 1846 said that the contract for the Thurston station buildings had been awarded to a Mr Reed for the sum of £3753.
As work on construction of the line continued, one night in January 1846 near Norton, a temporary stable built of faggots and thatch belonging to Robert Sallis a sub contractor to Brassey, burnt down. Fortunately Sallis and his wife and children escaped from an adjoining hut, but five horses and a weeks supply of food for his workers were lost. He was then described as destitute and his loss estimated at £125. A collection throughout the region raised £117 on his behalf.
Another sub contractor, John Douglas was working on the section of the line by the
site of Stowmarket station. The ground was very boggy and much of the material forming
the embankments kept slipping into the mire. On the night of 1st August 1846, forty
metres of embankment, sleepers and rail disappeared overnight. At one point a bridge
had been planned and timber piles some 15 metres (45 feet) in length were placed
in the ground, and these sank out of sight under their own weight. Probes were then
used to discover the depth where solid ground was present, and this was finally encountered
at a depth of 24 metres (80 feet)! The idea of a bridge was then abandoned and the
course of the River Gipping diverted. The embankments were then formed on a raft
mat of faggots, hurdles, brushwood and earth, with timbers laid along the route longitudinally
onto which the sleepers were then laid. Finally the track was virtually complete
all the way to Bury St. Edmunds and a special train was formed for the inaugural
run on 26th November 1846. The train consisted of five carriages and was hauled by
the EUR N°4 , 2-
The line opened for goods traffic four days later on 30th November 1846. The first train ran from Ipswich to Bury and consisted of 24 tons of general goods and 90 tons of coal. Heavy snow made it necessary to divide the train at Needham and to take it on to Stowmarket in two sections. A further train was then sent and the two were combined and double headed on from Stowmarket.
The first passenger service was a special train that ran from Shoreditch in London on 7th December 1846. The train was hauled by two locomotives and consisted of seventeen carriages and one open truck in which the Humfress Band rode and played in. The Board of Trade inspection was made by Captain Coddington on 15th December 1846 and the formal approval telegraphed through during the afternoon of 23rd December. The first public train left Ipswich for Bury St. Edmunds at 0910 the next day Christmas Eve 1846.
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