From the Autumn/Winter 1991 edition of Manx Steam Railway News came the following article from Supporters' Association member Martin Cobley, inspired by a pull-out guide to the station that had appeared in the previous issue following the recent refurbishment of the station which went on to gain an Ian Allan Heritage Railway Award.

In August 1970, three of us, (myself, my brother David and Paul Hunt) painted the exterior of the station. The colour then used was, of course, red, a colour seemingly beloved of Manx folk at that time, as so many buildings had doors and window frames of that shade; but red clashed somewhat with the deep red Ruabon bricks of the station building! This shade was no stranger to us as the previous year had seen the three of us painting the lower portions of the Port St. Mary station building. Needless to say, the paint we applied was much needed as everything except the rolling stock had a run-down look in those days. We cleaned down and painted all the woodwork including the barge boarding and decorative facia boards, the canopy pillars and seats; the angled booking office sign board was sign written as were the various doors and seats labelled for Port Erin. At that time, John Sewell was the Station Master and he never tired of letting us know other people's shortcomings. Although he had held a senior position within British Railways in the Eastern Region timetabling department, he never reminisced, though he did do his fair amount of talking. I remember particularly his poor view of the British holidaymaker; he believed that brains of such people became befuddled when on holiday, a view with which we concurred when a waiting passenger sat on one of the newly painted seats, in spite of wet paint notices and chalked signs! He was also a stickler for the rules, I recall. On one occasion we had decided to return to Douglas by bus in the evening rather than by the 4.1pm train to enable us to finish the job in time.

A mother with her children came to the station in the hope of using the toilers, just as John was locking up. We were out of sight, but heard him turn them away saying that the station was closed and "in the hands of the painters", and that he couldn't possibly oblige them in their extremity! At that time there were no working Gentlemen's toilets on the station and use was made of the Commissioners' toilets by the level crossing; such was the frequency of enquiries for toilets that a "Gentlemen's Toilet" sign, complete with directional arrow, was made and dispatched to the Isle of Man after our return, to alleviate the problem. Incidentally, the sign was lettered in the style then in use on the Manx Electric Railway, but using cherry red background rather than the light blue of the M.E.R., as it was felt this was more appropriate to the Isle of Man Railway. Colby Station and Douglas Signal Box signs were also in this style. What a pity that the Manx Electric Railway signs have now changed to an uninspiring style (c.1990).

In August 1970, the timetable which was to become the pattern for many years was just being introduced. This saw two return workings of the Douglas and Port Erin engines and stock, plus an additional return working from Douglas departing in the mid-morning and returning from Port Erin at 3.30pm. This led to the trains not only crossing at places other than Ballasalla, but to Port Erin having an air of activity far greater than previous. The engine in charge of the additional train was No. 12 Hutchinson and after arrival at Port Erin, would run round, then set back on to the coaches, subsequently drawing them out of the platform and then propelling them into the bay platform. In those days the bay platform road and two sidings would hold coaches in readiness for strengthening trains and it was the custom to leave some coaches from the 10.10am from Douglas there, to be added later to the 4.10pm train to Douglas. Both these trains during our week of activity being in the charge of No. 10 G.H. Wood. Shunting over, No. 12 would retire for a siesta to the goods shed siding, there attracting admiring glances. At lunchtime No. 4 Loch would return from Douglas and after running round its train would have a drink and a rest outside the engine shed.

From about a quarter to four the station became very busy as passengers arrived for the 4.10pm train. Each day Max Crookall, then the Manager, would come to Port Erin to see for himself the departure of this train, the most heavily-loaded of the day, and is subsequent progress at Castletown and Ballasalla. Whilst we were at Port Erin, several boys, one of whom had recently seen promotion within I.o.M. Transport, would frequent the station; however they would all vanish during the afternoon to avoid the wrath of Max Crookall in passing them off the premises!

When we arrived to start the painting, the engine shed had recently acquired the Purt Çhiarn sign but its door was somewhat shabby. On arrival one morning, we found, to our surprise that doors had been given a coat of undercoat; on the next day they were sporting gloss. The colour was red, and the paid had been that with which we had been provided for the station building. It transpires that after our departure on the 4.10pm train, the younger element on the station staff, with or without, we never knew, the connivance of John Sewell, had decided to paint the doors whilst we were out of the way. However, I think Max Crookall approved!

Each morning there would be a loud rattling noise which, the first time we heard it, filled us with alarm. It was nothing more than a milk float crossing the five tracks of the level crossing, situated midway along the platform and for which the platform dips accordingly.

On our arrival one morning we were told that the sign on the Station Master's door at Port St. Mary had been defaced overnight. One of our number went along to tidy it up. After the departure of the last train the previous day, someone had scratched out the letters of Station Master's on the left hand door. It was painted over in the same red as used previously, but led to the double doors having a somewhat unbalanced look about them, with Office appearing on the right hand door. [one wonders whether the "LFC 1970" graffiti that still adorns the southern end of the building to this day, was also applied at this time, ed.].

Whilst at Port Erin we were able to witness an example of the "make do and mend" policy prevailing on the railway at that time, a policy having a long tradition on the Isle of Man Railway, when the permanent way gang arrived to mend a point. They used rail taken from elsewhere to effect this repair. At that time, broken rails on the main running lines were replaced by rails from siding as there was no money for new track.

An incident which, when recollected nowadays give us a certain amount of amusement, but at the time caused great anxiety, was the paint tin saga. During a quiet moment we were all on the platform when one of us casually flicked a lid towards its paint lid. It was only a couple of yards away, but a capricious wind decided to have some sport in catching the lid, blew it high above our heads and, higher still, right over the considerable height of the station building and out of sight. We knew, of course, that the road was on the other side of the building and it was with trepidation that it was sought. There was, however, nobody prostrate on the pavement after being felled by a red disc. Eventually it was found lying on the steps of the pub on the opposite side of the road! Apparently no one had witnessed the flying saucer as both lid and seeker came back unscathed.

We had started the job on a Monday and expected to complete it by the following Saturday. As we were taking longer than expected we decided to stay later on a couple of days and travel home on an evening bus, rather than the 4.10pm train. New Setright Speed ticket machines had recently been introduced on the Road Services and, in readiness for decimalisation the next year, showed the fares in pennies only. The single fare from Port Erin to Douglas was then 4/- and a ticket showing 48 pence had an impossible look about it; the intervening period has witnessed such rampant inflation that a ticket showing 48 pence is now commonplace. Earlier in the week we have travelled back to Douglas on the 4.10pm train, accepting the hospitality that the brake van offered to us by Sid Quayle the guard. When we reached Ballasalla the 4.10pm train from Douglas would be waiting there with No. 4 Loch in charge and with No. 11 Maitland, having provided rear-end assistance from Douglas, now uncoupled in readiness to follow No. 4 out over the point and set back onto our train, this time to give us help over the 1 in 60 bank. No. 11 was in the hands of Tom Kinvig and Eric Kelly, who always appeared to be thoroughly enjoying themselves on these occasions.

For years there has been a red stain on the canopy roof of Port Erin station, clearly visible from the Cregneish [sic] road. For those who may have wondered its history, perhaps the mystery might now be revealed. It was in fact caused by no gory incident, but due to a mishap on the occasion of the 1970 repaint! We did manage to finish off the painting within the scheduled week and thought the station looked a little more attractive and inviting for its new paint. All in all we rather enjoyed the job; after all Port Erin is not a bad place to watch trains.