In 1986, Cyril Hobbins volunteered to restore the vandal wrecked, Tumbledown Stile (also known as a clattergate or clappergate stile). More of the restoration later.
The stile was once in place across the narrow entrance to the Abbey Gatehouse, next to a larger field gate, which closed-off the wider cart entrance. (see photo below.)
Abbey ‘Tantara’ Gatehouse Stile just visable behind the man 1860s, courtesy of Warwickshire County Records Office. ref. PH 652/1/113 img 7093
Cyril remembers as wicked Kenilworth kids, he and his mates would take unsuspecting visitors to go over the stile first, it would then collapse, with a loud clatter as they tumbled to the ground, it was great fun! Cyril also said, that the heavy hammer-shaped end pieces, could be used to crack nuts.
Other Tumbledown Stiles
Kenilworth’s stile, is one of only a few that still survive, the nearest is at Charlecote, located close to the Charlecote Garden Centre in the village. This is on the opposite side of the road to entrance of Charlecote Park. It’s a modern replacement, which doesn’t operate correctly. But at least it’s still there.
The Charlecote Stile – Both old (early 1900s) and present day (2022)
According to the Hungerford Virual Museum, there are less than 16 remaining in the country. A photo of the Kenilworth stile (and Cyril) are recorded on their website (in the street furniture/tumble stile section), together with the other remaining stiles from around the country.
This cleverly designed stile, kept farm animals from straying into St. Nicholas churchyard, which containing poisonous yews trees. The stile closed automatically, so was more efficient than a standard hinged-gate. The loud clatter could also warn-off intruders in a situation close to a farmhouse or cottage.
Painting by Enid TandyPresent day arch
How Old is the Stile?
The stile’s age, and condition, has been a topic of conversation for a very long time. For example, a report appeared in the Kenilworth Advertiser, on 24th August 1918, stating;
‘This valuable old relic of by-gone days, which is under the archway of the ‘Tantara’ ruins, still remains in such a condition, that it positively invites a mischievous youngster to complete its destruction and in these times of fuel shortages, take home the remains. We called attention a few weeks ago to the fact that the slotted post was needed to be put into thorough repair but evidently no value is attached to this unique piece of work’.
But with no local History Society around in those days to care for it, plus the Kenilworth Urban District Council (KUDC) not seemingly interested, it looked like the stile was doomed. But somehow it has survived.
Before its restoration, the stile had been in situ for well over 100 years, If the Victorian photo at the top of this page is anything to go by, the stile is probably more than 160-years-old. But no one really knows its full age. Maybe dendro dating could establish an approximate age?
Vandalised – 1973
In late February 1973, due to concerns about the condition of the gate, the Kenilworth History & Archaeology Society, wrote to the KUDC suggesting that members of their Society remove and restore it. They also suggested it should be resited in a position where it could be seen, and operated without danger or misuse. But there were delays in granting permission, due to questions of ownership. The Parks & Cemetery Committee, finally granted permission but sadly, only a few weeks before it had been vandalised on the 16th June. Unfortunately during this period, the Society was deeply committed to work at Little Virginia, so the stile wasn’t retrieved before the vandalism occured. The remaining parts were salvaged, and placed in the ‘Barn’. And there the shattered stile lay, for more than a decade ……….
By March 1973 it was starting to show its age and bits were falling off. (courtesy of Kenilworth Weekly News)
The Restoration – 1986
To restore it, Cyril had to source good old but sound oak fence posts from the local council, it took almost a month of spare time, to splice bits together, and to get it fully functioning again. Because the bottoms of the posts had rotted, they could never go in the ground again; so he devised the ‘low castored truck’, so the whole contraption could be hauled back into its original place, if required.
Photos courtesy of Cyril Hobbins (1986)
There is no doubt, that if Cyril had not stepped in to rescue the stile when he did, then it could have disappeared forever. It could never have been put back in situ at the gatehouse. There it would certainly have been vandalised again, then what? So, ‘Nice One Cyril’
Present Day
Abbey Museum & Heritage Centre – Abbey Fields
The restored stile, is kept on the upper floor of the Abbey Museum & Heritage Centre (The ‘Barn’), in the Abbey Fields, which is open during Bank Holidays and Sunday afternoons, from Easter to September. The custodians of ‘Barn’ are the Kenilworth History & Archaeology Society.
Look closely at the 1986 photograph, you will see a much younger version of Cyril. This was on the day that he handed it back. I wonder how many locals remember it, and whether they too had fun with it?
Robert Charles Henry Green, was born to Mother Gwendoline (nee Cave), and Father George Harry, on 19th November 1918, just over a week after Armistice Day, at 14, Clinton Lane, where they rented a room. This was at a time of no NHS, and when home births were common practice.
Robert’s Parents – Harry and Gwendoline
Prior to living at Clinton Lane, they had lived at the King’s Arms Hotel in Warwick Road, where George Harry, WW1 veteran, was employed as a ‘Boots’.
Little did this family know that in just over twenty year’s time, they would again, be involved in another World War. When Robert was two-years-old the family moved again, this time into a council house at 68, School Lane (opposite the Chip Shop).
During 1938/39, it was obvious to everybody (except Prime Minister Neville Chamberlain apparently) that World War Two was coming along, sooner or later.
Robert didn’t much fancy conscription into the Infantry when war did arrive, so he decided to find an alternative combat role, and the Artillery fitted the bill. So in March 1939, he made the decision to join-up.
He walked into the headquarters of the Territorial Army of the 271st (Warwick) Field Battery, Royal Artillery at Clarendon Place, in Leamington Spa, and signed on the dotted line.
He was now a ‘Gunner’ in the Royal Warwick’s, but his plan on keeping out of the frontline backfired on him as he was eventually deployed as a ‘Signaller/Driver’ for the 271st Battery, a job which directed fire from the frontline with the infantry!
As we all know, World War Two was declared on 3rd September 1939, when Neville Chamberlain made that famous speech on the radio, but orders had already been given to 271st Battery, two days earlier to report for duty as soon as possible to Clarendon Place. Two weeks later, his regiment was mobilised, and they moved south to Swindon, where they trained for several weeks, in readiness for war.
899836 Private Green
British Expeditionary Force
Aged 21, Robert was part of the BEF (British Expeditionary Force), that was sent to France to tackle the Germans. He sailed with the 68th (South Midland) Field Regiment, which included two Field Batteries, his 271st, based at Leamington/Rugby, and their sister Battery, the 269th from Birmingham. They were both part of the 48th (South Midland) Division.
Robert eventually set sail for France in January 1940, and docked at La Havre, and was met by snow and freezing conditions. The Regiment then travelled to Bolbec about 20 miles away, here the 271st Battery, were allocated farm buildings to bed down for the night, and a cold night it was too. They all used hay as improvised mattresses. The following day, they travelled 130 miles south to Lallaing, near Douai in the Nord region. With temperatures still well below freezing, and snow continuing to fall, the journey was extremely hazardous. Robert’s battery was billeted in the nearby village of Anhiers,which was a coal mining district. Their first night was spent in some derelict buildings in a disused colliery. A night, no one was likely to forget as they slept on steel floors, in sub zero temperatures. Not much slept was had by anybody. Thankfully however, they were soon found accommodation at local private houses. The weather was so cold, that the radiators on their vehicles, had to be drained every night to prevent the water freezing and cracking the engine blocks.
The Germans were obviously waiting for better weather before they attacked, and even though conditions improved during March, nothing yet had happened. In the meantime the 271st Battery, and the regiment continued with various types of training, including marches, gun drills, vehicle maintenance and lectures etc. They even had French lessons.
WW1 Equipment
Robert’s war had started slowly, but the 271st Battery, like much of the BEF weren’t really equipped for modern warfare against the heavily armed, and modernised Germans Forces. They only had one rifle per five men, and they had to use 18 Pounder Artillery pieces from the First World War, which were stamped ‘1917’. Not only did they still have First World War equipment.
The Germans finally attacked Holland, and Belgium on 10th May. The Battery was first called into action in Belgium, when supporting the 145th Infantry Brigade on 16th May at Waterloo, south of Brussels. But there was no enemy contact that day, as the Belgium Army were just about holding back the Germans, so they withdrew 15 miles to Castre near Hal, leaving the Belgium’s to their fate. No sooner had they ‘dug in’ when they were on the move again. So, on 17th May, they moved a further 20 miles to Houtaing, west of Ath, to counteract the anticipated threat of enemy armoured vehicles that had crossed the River Deindre. Once again, they did not fire a shot, and moved another 20 miles, to positions at Wez Velvainnear Tournai. It was here on 19th May, that Robert had his first battle, when he directed fire in support of the 144th Infantry Brigade, when they were holding a stretch of the River Escault. Under heavy shelling, they held this position until 22nd May, but the situation was rapidly deteriorating, so they had to drop back to Sameon,just inside the France border.
Rapid Withdrawal
The Nazi Blitzkrieg (Lightening War) was now unstoppable, so a rapid withdrawal became the only option for the BEF, but the awful road congestion due to fleeing soldiers, and refugees made it difficult. Troop movement was done mainly at night, to avoid the Stuka and Messerschmitt aircraft, but this had its own problems. Travelling by night, and fighting by day, meant that troops were getting no proper rest or sleep. Drivers including Robert, were literally falling asleep at the wheel, and accidents did occur especially as they were travelling so close to the vehicle in front, without lights. Lights were not allowed to be used on vehicles as this could have given their position away. If a vehicle stopped quickly a domino effect of collisions would occur.
Click on image to enlarge
By the 24th May, the Battery had moved to the south west of Lille, to halt the German forces advancing from the south. Matters were not helped, when it was reported that the Belgium Army, had capitulated on the 26th May, which left the BEF exposed. The next day, they were pushed back again, this time 25 miles northwards to Elverdinghe, near Ypres. Here, they occupied their final positions, and on 29th May, they fired their last rounds of ammunition. Orders came through, to head towards the coast for evacuation. Calais and Boulogne had fallen, so the only port available to the BEF was Dunkirk, where literally thousands of allied troops were already congregating on the beaches, in the hope of being shipped back to England.
After destroying their guns, and trucks so that the enemy could not make use of them, the 271st Battery, walked the last few miles under continuous harassment from enemy aircraft. Trucks were destroyed by draining the oil, and running the engines until they seized, they were then set on fire. Guns were blown-up by putting an explosive charge in the breech.
On their journey to the coast, the 271st Battery could see the destruction that the Luftwaffe had brought upon the country. Towns and villages, that had deliberately been targeted, lay in rubble. Many of their civilians now with no homes left, also headed towards the coast, hopeful maybe, of escape themselves. Such was the chaos, and confusion, Robert somehow became detached from his battery, but made his way to Dunkirk, with just a handful of his comrades.
Arrival at Dunkirk
On arrival at Dunkirk, Robert could see the full extent of the trouble the BEF were in. As far as the eye could see, troops in their thousands spread along the beach, in all directions. Men in orderly lines, stretched down to the beach, and into the sea up to their necks to await embarkation. Looking along the beach towards Dunkirk Harbour where the bulk of troops were amassed, black plumes of smoke could be seen, belching out into the sky, for many a mile, where the fuel dumps were on fire.
On the beaches, the troops were totally exposed, with no cover at all. Straight away Robert went up in the dunes, and dug himself a six foot deep trench. The softness of the sand offered some protection against bombs, as only a direct hit or a very near miss would cause injury. The blast would be absorbed, so less shrapnel was scattered.
One of the most terrifying moments was when Messerschmitt’s flew parallel to the beach, strafing machine gun fire into the troops. After three long days on the beach, it was Robert’s turn to leave his trench, and join the queue to get on a ship but troops became more vulnerable out in the open beach.
The Germans were not only bombarding the BEF with shells, bombs and bullets, but with propaganda leaflets as well. They strongly advised the British (and their Allies) to put down their arms as they were entirely surrounded. However, this advice was not taken. The troops found these leaflets made excellent toilet paper.
The beaches at Dunkirk had long gradual slopes, so large naval craft could not get near to the troops. Various ideas were put into place to get troops out to the ships, one was to drive vehicles out at low tide and lined them up nose-to-tail, to form a type of pier, men could then walk across the roofs, and get closer to the ships. The evacuation became famous for all the small boats that sailed over, to ferry the troops from the beaches to ships lying off shore. This came about when an SOS was sent out to all owners of small boats between 30 feet and 100 feet in length, to help with the evacuation, known officially as operation ‘Dynamo’. Hundreds of these civilian craft including tugboats, motor yachts and cruisers, eventually came to the aid of the BEF, and played a significant part in the operation. Around a third of the total troops evacuated from Dunkirk, can thank these small craft for their safe return.
However, Robert was on a stretch of beach where not many small boats were present. So, in the afternoon of 31st May, he waded out up to his neck, and had no option, but to swim to a destroyer, and scramble aboard. Luckily, during the evacuation, the weather was excellent, and the flat-calm conditions, were a godsend.
Destroyers were a prime target for the Stuka dive bombers, especially as there were so many troops on board, and on several occasions they attacked the destroyer Robert was aboard, but luckily the bombs missed their target.
On the day of Robert’s evacuation (31stMay), a total of 68,014 men were rescued from the beaches, and harbour at Dunkirk, the highest daily total during the operation. The final count during the nine day evacuation was a staggering 338,226, far more than originally estimated.
It was later discovered that the German High Command had halted their Panzer Divisions for a three days from 24th May, when they got to the River Aa, west of Dunkirk. We can only guess, what would have happened to the BEF, if the Panzers had continued their onslaught. Historians to this day, still debate why this happened.
Daily Totals Evacuated from Dunkirk
Date
From Beaches
From Harbour
Daily Total
Mon 27 May
–
7,699
7,699
Tue 28 May
5,930
11,874
17,804
Wed 29 May
13,752
33,558
47,310
Thu 30 May
29,512
24,311
53,823
Fri 31 May
22,942
45,072
68,014
Sat 1 June
17,348
47,081
64,429
Sun 2 June
6,695
19,561
26,256
Mon 3 June
1,870
24,876
26,746
Tue 4 June
622
25,553
26,175
TOTAL
98,671
239,555
338,226
Although the RAF gave good air support over the English Channel, it was still a tense and nervous crossing due to the constant threat of being torpedoed. Robert, unshaven, exhausted and starving, eventually landed at Dover late into the evening. After a cup of tea, and some food, he was sent by train to Bovington Campin Dorset, for some much needed R&R, where he apparently slept for nearly two days!
Robert went on to serve in North Africa, the Middle East and Italy. His last battle of the war, was in Italy on 20th April 1945, near Fiorentina, when they were in support of the 1st and 2nd Punjab’s, whose mission it was to cross the River Idice. It was here in Italy, just over two weeks later, that the 271st Battery celebrated VE day.
Due to Robert’s reserved occupation as a Gas Fitter, (he worked at the Gas Works at Mill End) he was discharged in December 1945. He was safely back in Kenilworth, after a long and gruelling adventure. Robert re-enlisted in the TA until 1949, and in total, he was in the Artillery for just over 10 years.
Robert in the TA after the war
On leave in 1942, Robert, “Bob” to his friends had met 17-year-old Doreen Beryl Jackson from Edgbaston, who was staying next door to him at School Lane in Kenilworth. After proposing to her on the pier at St Ives, they married in January 1946 at the Methodist schoolroom, Stirling Road in Edgbaston. The schoolroom was used because the church was bombed out. Their marriage produced two children, and two grandsons.
Robert Died in 2008, aged 89, and Beryl in 2019, aged 94.
The war of James Walter Lewis, began when a letter dropped through the letterbox of his house in Watling Road, at the beginning of May 1940. It was from the War Office, ordering him to go to the Swift Skating ring in Coventry, for a medical. He duly attended, and was passed A1, and finally on 30th May (at the height of the Dunkirk evacuation), he received his ‘Call Up’ papers.
Jim joined the newly formed 12th Battalion of the South Staffordshire Regiment, whose headquarters were at Lichfield. He was issued with a travel warrant and a 1/- (5p) postal order (the King’s shilling), and his destination was Hanley, Stoke-on-Trent. He caught the train from Kenilworth Station early one morning, and as the train went over the bridge at the bottom of Watling Road, his mother was there waiting for him, to wave him goodbye, and good luck. From this moment on, Jim would be constantly on the move.
Jim’s first stop, was at Birmingham Station, where he was confronted by hundreds of other men, who had also been recruited into this new battalion. They boarded another train and arrived at Hanley to be met by several regular soldiers and an officer. They all walked a couple of miles into the town to the depot that had been allocated for them. Here they were given a meal, a uniform, a mess tin and a bandage pack. Another train was boarded, and they eventually ended up at a stately home near Blandford in Dorset. Here, they started their basis training, and were issued with .303 Royal Enfield rifles.
After spending a couple of weeks in Dorset, the battalion was on the move again, to Burnham-on-Sea, just south of Weston-Super-Mare,in Somerset. But the battalion was quickly moved again, this time to Yorkshire to start firearms training on the .303 rifles. Jim turned out to be a crack shot, hitting 5 bulls out of 5 at his first attempt! His officer was so delighted in his performance, that he persuaded the other platoons to have a competition amongst themselves, and you’ve guessed it, Jim’s ‘A’ platoon won.
At this point the 12th Battalion was split into various units and Jim was placed in the 91st Light Anti-Aircraft Regiment, and was now part of the Royal Artillery. They were given the task of training on the 40mm, Swedish made Bofors guns. The officers of the regiment noticed Jim’s leadership potential, and promoted him firstly to Lance Corporal, and then to Bombardier (Corporal)and finally to a War Sergeant (Full Sergeant). Jim was now in charge of the regiment’s Gun No.6. Bofors guns required several men to operate them, and the six gun-crews started their training on seafront at Clacton-On-Sea, in Essex. Here, they were billeted at a newly built Butlins holiday camp. Arial targets would be towed along the beach by planes, and the gun crews would attempt to hit them, whilst trying their best not to hit the planes!
Bofors Gun
Off to Bonnie Scotland
Towards the end of 1942, the regiment travelled to Dalbeattie, in the Dumfries and Galloway area of Scotland. Here, they continued their training, firing their shells from the beaches at the targets into the Solway Firth. It was in Dalbeattie, that Jim met his first wife, Betty. They eventually married on the 23rd February 1943, but there was a problem, Betty was a catholic, and Jim was a protestant. So, she asked Jim to become a catholic, which he agreed to do, but this couldn’t be done straight away, due to Jim’s forthcoming deployment. The local priest allowed them to marry, but the ceremony took place in his study, not in the main body of the church. Jim officially became a catholic, about twelve months later, when he was confirmed at a church in Milan. They had no time for a honeymoon, as the regiment would soon be off to North Africa, on a troop ship from Greenock. Embarkation started on the 13th March, and sailed two days later, on Jim’s 23rd Birthday.
Jim and Betty were married for 32 years, until her un-timely death in 1975.
Invasion of North Africa – Operation Torch
The convoy consisted of 19 ships, which included 10 escorting Destroyers, Jim was on a Greek ship called the Nea Hellas. On 23rd March, when they were less than 100 miles from Algiers, the convoy was attacked by two planes, at approximately 2am. Both planes carried single torpedoes, one troop ship, the HMS Windsor Castle, was hit, but did not sink until around 5.30am. This gave three of the destroyers, precious time to rescue nearly 3,000 men from the stricken ship. Only one man was killed in the incident, but it could so easily have been many more.
Nea Hellas
Having docked at Algiers, Jim was detailed to take 40 men along the coast to Bougie to collect their Bofors guns and other equipment they needed. They didn’t travel by road to Bougie but sailed along the coast using troop landing crafts.
The 91st Regiment, was now part of the British 1st Army, commanded by General Alexandra. Their first action was when several planes were sighted, and all the guns opened up on them. Being very enthusiastic, and no doubt a ‘green’ bunch of men, the gun that Jim commanded ended up firing many more rounds than all of the others put together. When the officer came to check on how many rounds Jim’s gun had fired, he told him 106, the officer nearly had a fit, and was not best pleased with Jim. The other five guns barely shot 20 rounds between them!
Friendly Fire
The regiment left Algeria, and travelled to Tunisia where they took part in the final stages of the Tunisian Campaign. On one particular day they were ‘dug-in’ along the side of a valley near Tunis when the guns opened up on 3 single seater fighter planes which were flying low down the centre of the valley. Jim ordered his gun-crew not to fire as he recognised them as Hurricanes, not Messerschmitt 109’s. They were more bulkier than the streamlined 109’s, also the British Roundel (circular insignia), on the side of the planes, was clearly visible. After the firing had ceased, a bad-tempered battery officer came to see why Jim’s gun had not fired at the planes, so Jim explained why. But the officer was adamant they were 109’s, and told Jim he had not heard the last of it. The officer returned later, but with an apology, the planes were indeed Hurricanes, not 109’s. Apparently, the divisional HQ had been mistakenly shot upon these planes, so they had returned fire. Jim was proven correct in his judgement, but this ‘friendly fire’ incident, could so easily have turned into a disaster.
On another occasion, Jim and his gun-crew had a near miss when an enemy shell landed about 50 yards from their position. However, it exploded amongst a group of soldiers from the Royal West Kent Regiment, who had returned from the front line for some R&R. Unfortunately, several soldiers were killed in the incident, at the time they had been happily playing cards.
After months of fighting, the British entered Tunis in early May, and the last resistance from the enemy came in the Cape Bon Peninsula, where the Allies had trapped them against the coast. The refusal of Hitler and Mussolini’s to retreat from Tunisia turned out to be a fatal decision. This entrapment, and their lack of supplies, meant only one thing – the Axis were beaten. By the middle of May, the campaign in Tunisian was over, and with it, an estimated 250,000 prisoners, which including most of the Afrika Korps.
Tragedy
Following the Tunisian campaign, the 91st Regiment were ordered back to Algeria, to await their next deployment. This would eventually be Italy. Whilst in Algiers, the driver of Jim’s gun-crew was suffering from a terrible bout of piles, Jim was asked by an officer if he would drive the truck (known as a Gun Tractor), that towed his Bofors gun. He accepted the request from the officer, but Jim wasn’t an experienced driver at all, but he would give it a go. He had concerns about their ‘crash’ gear boxes, and the brakes weren’t servo assisted, so stopping these heavy-duty vehicles wasn’t easy. But Jim’s decision to take on the driving, would haunt him for the rest of his life.
In a convoy of six vehicles, Jim was driving down a steep mountain road, which had a sheer drop on one side. He started going too fast, and lost control, the Gun Tractor rolled over onto its roof. By sheer luck, there was a telegraph pole on the side of the road, which stopped the whole lot falling into the valley before. But the tragedy of the accident was that one of Jim’s crew was killed when the metal bar across the top of the windscreen, went into his chest, killing him outright. Jim never drove a truck again.
Gun Tractor
The Itailian Campaign
In March 1944, the regiment sailed to Italy, and landed in Naples, just as the nearby Mount Vesuvius was erupting. The major objective of the Allies was Rome, but to get there, they needed to overcome the Winter Line, which was a series of German and Italian fortifications across the country. The town of Cassino was a target of the Allies, but particularly the Benedictine Abbey known as Monte Cassino. It overlooked the town, and the Allies firmly believed that it was being used as an observation post. The Americans heavily bombed it, but most of the people killed, were apparently civilians. The ruins served only to give more cover for the defenders. Several gruelling months of fighting took place, with the Polish forces taking the brunt of the casualties. When Jim’s regiment arrived on scene, they took part in the fourth and final battle of the Abbey. The Artillery put down a heavy bombardment before the infantry went in on the final push. Both the Polish and British flags were raised over the ruins, on 18th May.
After Cassino, the Allies including Jim’s regiment entered Rome after the enemy had withdrawn from the city as they were being pushed into the north of the country. In July 1944 the new Italian government signed an armistice with the Allies. Mussolini however, continued to resist, and formed his own ‘Italian Social Republic‘, in the north of Italy. They fought alongside the Germans, but this new ‘government’, never amounted to more than being just a puppet state of Germany.
Regiment Disbanded
As a fighting unit, the 91st Anti-Aircraft Regiment, became inactive for several months, and eventually disbanded. The enemy’s threat from the air was now, non-existent. This meant all the men needed to find themselves other units. Whilst at a transit camp in Naples, the Parachute Regiment, were recruiting, so Jim decided to sign up for them. He travelled to a training camp near Rome, on the banks of the River Tiber, where he started his general training. Jim never got to do a parachute jump, so didn’t officially become a paratrooper. But after only a few weeks, Jim decided it wasn’t for him, so requested a transfer.
The German Army in Italy surrendered in early May 1945, and the war in Europe was over. Jim found a job as part of the administration staff of the 310 Transit Camp, in Milan. This was an ex-Italian army barracks, which was now a base for troops travelling back to the UK, on leave or de-mobilisation. Jim’s new appointment meant that he was transferred to another unit: The Royal Ulster Rifles/ London Irish Rifles, who ran the camp. He worked there for more than a year, until he returned to the UK, being de-mobbed at Aldershot barracks on 15th June 1946. Here, he was given a demob suit, and some money to see him on his way. ‘Jim’s War‘, was finally over, so it was back home to Kenilworth, and his old trade of painting and decorating.
Later Years
Later in life, he got a job in the paint-shop at Wickman Machine Tools, Banner Lane in Coventry, where he worked for over 30 years. He married his second wife, Josephine in the year 2000, and they lived in Northvale Close, not that far away from his former home in Watling Road.
Unfortunately, Jim died in 2020, two days short of his 100th Birthday, even though he had already received many ‘100’ cards from family and friends. Plus one, from Her Majesty the Queen,which was also sent to him a few days early.
The Railtons were a Banbury based family whose main business was farming, but also owned a shoe shop in the town which was run by manager, Solomon Shrimpton. They then decided to open other branches at: Chipping Norton, Buckingham and Kenilworth. To manage the shop at Kenilworth they entrusted Solomon Shrimpton’s son, Ernest, who had been gaining experience of the shoe trade at their Banbury shop.
Nellie and Ernest in their younger days. (photo courtesy of Sally Taylor)
Born in 1880, he had married Nellie Louise Judge at Banbury in 1904, and bought her to Kenilworth, and they settled into married life living above the shop. They had one child together, a daughter called Nellie. The Railtons had taken over the shoe shop of Herbert Wridgway at No. 10, The Square (now Enhanced Mobility). Within a short time, the business had moved into the larger shop next door at No. 6, (presently the Tree House Bookshop), where it became a permanent fixture in the town.
Shop at 6, The Square c1920s (photo courtesy of Sally Taylor)
Following the sudden death of Henry Hill Railton, when he was only 46 years-old, Ernest was able to purchase the business from the Railton family, concluding the deal on 27th May 1915. He paid them a whopping £1,840-12s-6p for the business, with a loan of £1000 over a seven-year-period, a loan he actually got from the Railton family, such was their trust in him.
With WW1 now into its third year, the Army was on the look-out for new recruits, and a town’s such as Kenilworth were being targeted. At a tribunal in November 1916, Ernest was spared conscription as he was considered to be unfit for military service, instead, he was granted a munitions order. This made him work 36 hours-per-week, he ended up working at the Coventry Ordnance Works, Stoney Stanton Road, in Coventry. It was here that some of the heaviest British guns were made during the war.
Ernest also (for a period) had a shop in New Street, but the year is unknown. He may well have moved there temporarily for some reason. It could also have been while the main shop was having some refurbisments, or he may have just trying out another shop in town, seeing if it might work. As can be seen, it was a much smaller shop than the one in The Square.
Shop in New Street – year unknown (photo courtesy of Sally Taylor)
Present day (now a private house)
He was obviously a very shrewd businessman, promoting his footwear at every available opportunity. He organised many window displays at other businesses, like at the Building Societies, and also at dinner and dance functions etc. He sold a wide variety of footwear, including many different brands, including: Clarks, Norvic, Lotus, Mascot and Delta. He was a regular advertiser in many local newspapers, so he knew the value of advertising, and it obviously worked for him.
In 1930, Ernest attended an coroner’s inquest, concerning the death of 67 year old Thomas Owens of Roseland Road, who had been an employee of his for 16 years. He had taken his own life by drowning in the River Avon at Warwick, following the death of his wife two days earlier, and was seemingly un-able to cope with his loss. He had been plagued with leg problems since infancy, and was also suffered from bouts of depression.
The “Boot Business” was obviously thriving, and by 1936, Ernest had saved enough money to purchase a sizeable plot of land at Abbey End, where he had a house build. He and Nellie would stay there for the rest of their lives. The house he built still survives today, and is located in the area of the present day Mulberry Court.
The shop was damaged when the landmine was dropped on The Square/Abbey End in 1940. Soon after, Ernest decided to sell the business to the Norvic Shoe Company, who were a large footwear manufacturer based in Norwich and Northampton. They had numerous shops around the country, and Kenilworth was a good addition to their business.
The Norvic Shoe Factory – c1961
The sale of the business gave him the opportunity to retire at the age of about 60, giving him time to concentrate on his interests. He had a great passion for crown green bowling, and spent many happy hours on the green in the Abbey Fields (now a children’s play area). He was a long-standing committee member of the Tennis & Bowls Club, and by 1965, at the age of 85, he was the only original member left. In his younger life, he liked keeping fit and was very keen on gymnastics, and cross country running. His other interests included football, and was a keen supporter of Coventry City, and watched them for many seasons. He was a firm believer in supporting your local team.
Ernest is on the far left of the back row c1930s (photo courtesy of Sally Taylor)
In 1953, he was at the diamond jubilee celebrations of his former school, Banbury Grammar. Over 1000 past and present pupils attended, and one of the dignitaries in attendance, was none other than MP for Stratford, John Profumo.
Along with Charles Randall, he was a founder member of the Kenilworth Conservative Club. Indeed, he was in attendance during their 50th anniversary celebrations at the club in 1964. The event was reported in the 6th November edition of the Kenilworth Weekly News, and the catering was put on by fellow member Mr Fancott, of the Fancott’s Bakery.
The name Railton, remained above the shop until about 1958 (probably for commercial reasons), then the Norvic name eventually appeared. In was around 1967 that Norvic eventually closed, and the premises were taken over by horticultural & pet food supplier, F. W. Hodgskins. The property has since been the, Picture Shop, and presently, the Tree House Bookshop.
Pet & Garden Supplies – c1997
Nellie died in 1969, aged 92, but Ernest lived for another eleven years, passing away in 1980, he was just over 100!. He had enjoyed, the best part of forty years in retirement.
Nellie and Ernest – 1963 (photo courtesy of Sally Taylor)
Ernest Ashmorewas born in Emscote, Warwick on 20th July 1883, and his connection with Kenilworth was when he married Lucy Sarah Green, daughter of David Green and Louisa Watts of 50, Spring Lane.
Lucy and Ernest married on 4th July 1914, at St Nicholas Church, and in April the following year, they had a daughter called Ivy Maud. At the time, Ernest was on active service with the Royal Navy in WW1.
In his younger days he was a toolmaker, which was probably his first job. But It was in August 1902, aged 18, he decided to enlist in the navy at Portsmouth for a 12-year period. He eventually became a Stoker 1st Class. During his career in the navy, he sailed on a wide range of vessels, from sloops to torpedo boats, but later he became a submariner.
Ernest and ‘Operation GF’
By the end of 1917 American and British forces were cooperating in their efforts to hunt down U-Boats in the Irish sea. Early in 1918, ‘Operation GF‘ was put in place in which eight British submarines collaborated with the USS Bushnelland seven L-Class submarines, around the coast of Ireland and in the Irish Sea. As part of the parnership, US naval officers undertook familarisation trips on board British submarines. Such was the secrecy of the whole operation the convoy of escorting ships were not even told that any British submarines were present in the area.
On 26th February 1918, Ernest was aboard the HM Vulcan (H5) submarine which went on patrol from Berehaven, County Cork, under the command of Lieutenant A. W. Forbes. Also on board was US Navy Liaison Officer, Earle Childs who was present for instructional purposes. The H5 was expected to return to port on the 6th March. However, on 2nd March, the captain of the SS Rutherglen,a merchant ship, reported that it had rammed a submarine ten miles east of Caernarfon Bay. It was also reported that cries had been heard and that men were in the water and that there was a strong smell of fuel. The incident happened at 8.30 in the evening and visibility was poor, so the crew would not have known if they had rammed a friend or foe. Under orders not to risk falling victim to U-Boats themselves, the Rusherglen carried on, attempting no rescue. Ernest and his fellow crew were left to their grim fate. Un-surprisingly there were no survivors. In total, 27 men were lost.
HM Vulcan H5
Following the Rusherglen report, and the disappearance of the H5, Captain Nasmith sent a full report of the accident to his boss, Vice Admiral Sir Lewis Bayley, Admiral Commanding Western Approaches. Needing to keep the incident ‘under wraps’ due to the secrecy of the operation, he submitted that the crew of the Rusherglen be left under the impression that they had indeed sunk a U-Boat, and paid them the standard bonus. Ironically, five-months later, the Rusherglen itself, would fall victim to a U-Boat in the Mediterranean.
Notification of Ernest’s death
Wreck-Site On Protection List
It’s only in recent years that the H5 wreck-site has been put on the Protection of Military Remains Act. The H5 was one of only four submarines during WW1 that were lost to ‘friendly fire’.
Memorials
Ernest is commemorated on the Kenilworth War Memorial, and at the memorial inside the Kenilworth Sports & Social Clubin Upper Rosemary Hill (formerly the Working Men’s Club), where he was a member. He and the crew of the H5, also appear on the Plymouth Naval Memorial, the Chatham Naval Memorial at Gillingham, Holyhead Maritime Museum, Anglesey and the Royal Navy Submarine Museum, at Portsmouth.
Kenilworth War Memorial
The loss of Ernest was not the only tragedy to fall upon Lucy’s family, as two of her brothers were also killed in the war. Leonard aged 23 and Arthur, aged 19. They are commemorated on the Kenilworth War Memorial.
Arthur GreenLeonard GreenLucy Green
But Lucy picked-up her life, and eventually re-married in 1927 to Thomas Barnwell, and they lived at No. 36, Hyde Road. She lived to a ripe old age of 98, and passed away in 1989.
Ernest and Lucy’s daughter, Ivy Maud, married Walter Beck of Kenilworth in 1940.
She died in 1996, aged 81. Walter had died the previous year, he was 82.
In the graveyard at St. Nicholas Church stands one of the many large Sarcophagi, with the inscription:
‘In memory of John Bursell of Bickmarsh Hall, who was lost in the wreck of the Jersey Steamer Express September 20th 1859, aged 42 years‘
John Bursell’s final resting place.
The Bursell Family
Over many decades the Bursell’s were a very prominent family in Kenilworth. John’s father Henry was the proprietor of the King’s Arms having purchased the property in 1813, which at the time was a busy hotel and the general hub of the community. John was born on 13th January 1817 and was baptised at St.Nicholas church on the 8th May. He had an older brother called Henry, who was born in 1814. When their father died in 1834 he left the King’s Arms and other property to their mother Mary. But a few years later and now into her 60s she transferred it all over to John and Henry. Both brothers were farmers, as well as now being Inn-keepers. When John eventually moved away Henry became the main keeper of the King’s Arms.
The overgrown grave of John’s parents – Henry & Mary
The Marriage
John married Rebecca Coldicottin her home village of Church Honeybourne near Evesham in January 1848. She was then 22 and he was 31. They began married life as tenants of Bickmarsh Hall, south of Bidford-on-Avon. According to the 1851 census, the farm consisted of 563 acres where 25 men were employed, plus four servants. They were happily getting on with their lives when they made the decision to go on holiday to the Channel Islands in September 1859, and from then on, everything would change……
Bickmarsh Hall (photo courtesy of Warwickshire County Records Office ref EAC 402 Image 483)
The South-Western Company
The Express was owned by The South-Western Company and was built in 1847, it was a twin-engine paddle steamer of 180 horse power and began life on the Jersey services. But after 10 years it started to operate the new passenger and mail service, along with sister ship Wonder from Weymouth to Jersey (via Guernsey).
It was in the early morning of 20th September 1859, when John Bursell, wife Rebecca and niece Jane Bursell boarded the Express on their return journey home from Jersey. In a misguided decision to save a few minutes of journey time Captain Mabb, who, at the time, was deputising for the sick Captain Harvey, steered a course he had never taken before. Departing St. Helier towards Guernsey it struck a treacherous group of rocks off Corbiere. Not realising the full extent of the damage, the captain continued on, but within a short distance the steamer stuck another rock.
Low tide at Corbiere Lighthouse
A hole was torn in her bow and made water fast, but was able to limp-on but would not steer properly. With the ship slowly sinking, the captain and crew decided to head back to St. Helier. But it was clear they wouldn’t make it that far, so the steamer was steered onto some rocks at St. Brelades Bay. Reports indicated that John Bursell was helping lower a lifeboat when several passengers jumped into the boat, and he was somehow dragged overboard. Unfortunately he got trapped in between the lifeboat and steamer, and was soon overcome by the swell. Rebecca was reported to have seen the whole incident, shouting out several times, “My poor husband he is drowned”. Her life had changed forever.
150 Saved – But One Other Lost
One other man was lost in the wreck but all other passengers and crew of around 150, were saved. The women and children were the first to be rescued, followed by the men and the crew, Captain Mabb was the last off. The passengers were taken from the wreck to the land by second mate of the ship and Deputy Harbour Master, James Hanson who was on board as a passenger. Also on board were three race horses which were due to race at Guernsey the following day, and these were rescued by mattresses and bed linen being placed on the slippery rocks to enable them to reach land safely.
All the roads from the wreck-site to St. Helier were littered with stricken passengers, their luggage still to be salvaged. All the rocks and surrounding areas were covered with contents of the ship and passenger belongings. Rebecca and her niece were taken to the Tozer’s Hotel in St. Helier, where they had been staying during their holiday. Rebecca was reported to have been in a state of ‘bordering on distraction’. Captain Mabb was arrested and his Captains certificate removed.
Body Returned To Kenilworth
John’s body wasn’t found until the 7th October, and after more than two weeks in the sea it was unrecognisable. It was discovered floating offshore by a tug steamer that was laying down new telegraph cables between Jersey and Guernsey. The only means of identification was his cloths and personal items in the pockets. The family had left the island before his body was recovered, but Henry had left instructions that if his body was found, it should be sent to Kenilworth as soon as possible. His body arrived in a leaden shell on Sunday 9th October, accompanied by Mr. Thomas Kine of the Tozer’s Hotel. The burial took place on the following day at St. Nicholas. His grave, (plot 717), lies close to his mother and father’s grave (plot 730).
St Nicholas Church – John’s grave is on the bottom left
Coroner’s Inquest
At the coroner’s inquest the jury did agree that it was the body of John Bursell but they also concluded:
“That the loss of the Express was the result of culpable imprudence and ignorance on the part of Captain Robert Charles Mabb, then commanding the said vessel in her voyage towards Guernsey, by needlessly steering her through a dangerous passage, out of usual route, not having at the time, a pilot on board, not himself a pilot. And the members of the jury, strongly recommend the competent Authorities of the Island, in order to avoid greater calamities, to put into execution a law which enacts that every vessel leaving the island with passengers, shall take a licensed pilot on board”
The Board of Trade also held an inquiry but no verdict was reached. The crew and passengers were interviewed and there was no doubt that Captain Mabb took the wrong course at Corbiere called ‘Jailers Passage’. But the testimony of the witnesses was apparently contradictory. The magistrates could not decide upon the case. Chairman, Mr. Bernard said: “Under the circumstances it is difficult to know what to do. I cannot do otherwise than return Captain Mabb his certificate without expressing any opinion on the case. I have no power to retain it”
Captain Mabb had been with the company for about 20 years, and was said to be ‘prostrated’by the whole incident and has since ‘lost reason’. The value of the Express was said to have been around £7000. (well over £400,000 in today’s money 1)
Bad Time For Sea Travel
There was no doubt it was a perilous time for sea travel during the 19th Century. ‘Health & Safety’ regulations didn’t seem to be much of a priority back then. In the Board of Trade’s Annual Wreck Register of 1858 it was recorded that on average, 745 people died each year during the period 1881 to 1858. In 1858 alone, 1170 vessels of various types, were wrecked.
The Will
Following his death, all the farm equipment and livestock at Bickmarsh were auctioned off. The executers of his will were his brother Henry and William Hiorns from Rebecca’s home town of Church Honeybourne. The value of his estate was recorded as being Less than £3000 2, not an insubstantial amount back then. We don’t know who were the beneficiaries of the will, as women’s inheritance rights during the mid-19th century, weren’t favourable, to say the very least. But it looks like Rebecca did benefit in some way, as census records indicate that she lived by ‘independent means’ for the rest of her life. In the 1861 census, she was recorded as being a ‘retired farmer’, she was then only 35 years old.
During their eleven-year marriage, they never had any children. (none that we know of). She soon moved away from Bickmarsh but continued living in the local area. On the 1881 census she was living with her nephew Robert Coldicott at the 350-acre Pastures Farm in the village of South Littleton, three miles from Bickmarsh. The farm employed 8 men, 3 boys and 2 servants.
Widow For More Than 50 Years
It would appear that Rebecca never got over the tragic death of her husband and she never married again, spending nearly 55 years a widow. She lived out the last few years of her life in Shipston-on-Stour, still living with her nephew. She died aged 87, and was buried in the town’s cemetery on 31st January 1914 3.
