Charlie Wonder

Before Marlow opened it's own railway station passengers for the town travelled as far as Bourne End or "Marlow Road Station" as it was known and then waited for a connecting horse-drawn omnibus. The driver of this unwieldy contraption was the much loved Charles Burns or "Charlie Wonder" as he was affectionately known as the Omnibus was called the Wonder. It dropped it's passengers three times a day outside the Crown Hotel in Market Square. The roads weren't brilliant and the omnibus rather old so the journey progressed at a pace best described as stately. A few grumpy travellers complained about that but most relished every minute as Charlie regaled them with his stories from a long career as a stagecoach and omnibus driver. Charlie you see was a precious relic of the days of stage coaches and he had seen it all. He clearly had the gift of the gab and as his omnibus passed you on the Marlow road you often heard his passengers roaring with laughter. He treated everyone the same, rich or poor.

At a time when formality in social interaction was the norm everyone nevertheless called him "Charles" or "Charlie". Not only did he get you home but while waiting at the station for the morning train he would help baffled travellers make sense of the railway timetables, which were continually changing and (I've seen them) not exactly user friendly. Grateful for such help, Lavinia Lovelace wrote to the Bucks Free Press in 1864 to praise him while another, Mary Carnegie, said he was not only "sagacious" but had a voice "so mellow and sweet". Mary was less impressed by the management at the Crown saying they failed to notify passengers of changes to their omnibus departure times. She believed this was probably a deliberate ploy to stop passengers from catching the train they didn't want to become a success. This wouldn't make a lot of sense as the train was the main way guests came up from London to the Crown and then from again.

The sweetly voiced, helpful and friendly Charlie was not a Marlow man by birth, but was baptised at Wraysbury, Buckinghamshire in 1811. On one census he indicates a birth in Birmingham (or whoever filled in the census form for that household that night believed him to have been born there) but generally he indicated Wraysbury. 

Charlie's first wife and the mother of his sons George and Owen was Anne (nee Tyler, possibly widow Powell when she married Charlie) as per their birth registrations. The family lived in Cookham. The occupation of Charlie in the 1841 census looks like "house keeper" which seems improbable unless he meant it in the sense of watchman or guardian but perhaps that might be "horse keeper"? Again that's not usual vocabulary. In 1847 Ann passed away.

Charlie first appears on the census in Marlow as a 39 year old widowed stagecoach man with two young sons in Strong Beer Acre, which was off the future Station Road. With the family was a widowed housekeeper Elizabeth Bearfoot or Barefoot. Within a few months Charlie and Elizabeth would marry. The stagecoach Charlie drove was most likely the Lovegrove and Co coach from Marlow to Maidenhead .

By the time of the next census in 1861  Bourne End Station as "Marlow Road" and Charlie had switched to become an omnibus driver as stagecoaches had been rendered obsolete. He lived then with Elizabeth at South Place. In 1871 they were entered on the census at Wycombe Road. 

In 1872 the omnibus overturned after a wheel detached. Charlie was thrown off as was the box passenger but nobody was seriously hurt. 

As well as people Charlie would carry parcels and packages and in one memorable instance a cargo of live swans (strapped on to the top of the omnibus). The swans were being relocated from Marlow where they were thought to be too numerous and a nuisance to anglers there to Bourne End.

The opening of the Marlow station meant that the end of the Bourne End to Marlow omnibus and Charlie's job driving it. The people of Marlow contributed to a fund to help him set himself up with a new living. The idea to buy him a new omnibus and horse which he could use to pick people up from Marlow Station and bring them and their luggage into the town centre (short distance though that was) was reckoned to be the best one. Contributions could be given to, amongst others, Mr Porter the Bourne End station master and Charles Carter the West Street architect and surveyor. Some £90 was collected which would have paid rent on an average house for several years to give you some idea of that sum's value at the time. It was decided to simply hand the cash to Charlie to do with what he will. He took out an ad in the Bucks Free Press to express his thanks to his friends for their kindness.

The owners of the Crown were already planning to run a coach from their hotel to the station so suggested Charlie should drive this, rather than set up another service. This meant that the money raised by Charlie's well-wishers could go directly to him. He welcomed the job but a journey time of less than 5 minutes didn't allow him much opportunity to spin his tales of yesteryear, and it was widely observed that the spark had gone out of him. Within a year he became seriously ill and had to be admitted to Reading Hospital. His faithful passengers again collected money for his aid but sadly on the 11th of June 1874 Charlie died aged of 62.  His estate was wound up by his son Owen who gave a correspondence address of 5 Park Villas, Wycombe Road, Marlow. This may in fact be his father's address as Owen was a live-in servant at Bisham Abbey across the river. He is later specifically described as a "valet de chambre". Now that's posh! His brother George became a steward and then a clerk in London. Elizabeth, the second Mrs Burns, seems to have died in 1880.

Written and research by Charlotte Day.

Much more about the history of stagecoaches in Marlow here and here

©Marlow Ancestors.

England and Wales census 1851, 1861 and 1871 transcribed from microfilm by Charlotte Day. Census information remains Crown copyright.

"England and Wales, Marriage Registration Index, 1837-2005," database, FamilySearch (https://familysearch.org/ark:/61903/1:1:2D3R-57B : 13 December 2014), Charles Burn, 1851; from "England & Wales Marriages, 1837-2005," database, findmypast (http://www.findmypast.com : 2012); citing 1851, quarter 3, vol. 6, p. 407, Windsor, Berkshire, England, General Register Office, Southport, England.

https://www.rootspoint.com/record/1841-UK-Census/Chas-Burn-1811-Out-Of-County/f1697020-e502-4f2f-8e40-55b11793859a/

Bucks Free Press 21st May 1864, 25th April 1873 and 19th June 1874. Bucks Free Press Archives.

Will of Henry Saint John Bell

Henry Saint John Bell surgeon of Great Marlow [ his name was often rendered Henry St John Bell and sometimes simply Henry Bell  or Harry Bell or Harry St John Bell]. Will written 1777 proved 1778.

Henry says that he wishes to ratify and confirm the settlement made at the time of his marriage to his present wife in which it was agreed that the property he now dwells in will be delivered up to her and her assigns for her lifetime. He now also gives her the house he "recently" bought [probably in 1771] next door to his dwelling house in which William Eardley lives. Also to her a piece of meadow ground he occupies [uses] in Marlow Common Meadow [the Common Field]. Subject to the payment of a legacy of £300 to his daughter Celia Bell, her heirs, executors and assigns. Think says after her death to his son Joseph Bell and his heirs, executors and assigns.

All his plate, linen, china, household goods, utensils and furniture to be privately taken in upon his death. His wife has use of them except a silver tankard engraved with his arms (which is to go to his grandson) in her lifetime if she stays unmarried to anyone else and must be answerable for any loss or damage to these articles caused by accident or wilful neglect or by the reasonable household use of these goods. If she dies or remarries it all except his dimmity covered bed in the best chamber and the bedding and quilt belonging to it to go to his son and daughter. That bed is to go to his daughter, her executors or administrators upon the death or remarriage of his wife.

Also to his son and daughter equally all his share of the stock in trade, moneys, debts, dues and demands belonging to his co partnership with William Eardley. They to pay first his funeral expenses and all his just debts.

Executors to pay 5 guineas for a ring for Mr Thomas Ellison as a token of testator's friendship and regard towards him. Also one guinea to be spent on a ring for his wife's niece Miss Mary Hammond.

All other monies, bonds, securities, stock and ... in funds held in his own name, the name of John H...e or in the name of any other person whatsoever to his daughter ?Celia her executors administrators or assigns.

His wife Elizabeth, son and daughter made joint executors of the will.

Signs H.St John Bell. Witnesses= Thomas Ellison, George Ellison, Sarah Porter.

Administration granted to his widow Elizabeth with the right also to administer reserved to the two other named executors if they should apply for that power.

Note: Bell and Eardley operated from the High Street after going into partnership in 1771. They were also apothecaries. Bell had been operating long before this in Marlow however. He was the son (bapt 1716) of Joseph and Celia Bell of Aylesbury.

Elizabeth's own will is already on the blog here. She was not his first wife nor the mother of Celia or Joseph as they were baptised well before she married Henry in 1770. She was nee Hammond.

This summary produced by me Charlotte Day from my transcription of an original at the National Archives Kew.

Over 100 Marlow wills are on this blog- see the Will Transcription Index on the side menu. You might also like to look at the Graves Index and the A-Z Person Index.

©Marlow Ancestors. You are welcome to use and share my transcription summary with credit to this blog.

A Social History Of Marlow Train Station Part One -Up to 1889

 This is a two part post about the experience of our Victorian Marlow residents when  travelling to and from Marlow by train. 

I'm sure the average residents of Marlow were divided about whether they actually wanted a railway to come to Marlow at all. Would it bring in visitors with coins in their pockets or take people away to spend their money elsewhere? Would the visitors be of a good class or "beanfeasters" who would crowd out the better heeled tourist asked some traders. Would it help local businesses get their raw materials and goods in  more cheaply and quickly? Would the noisy and dirty railway destroy the peace of the countryside? Would Marlow be left behind if it didn't have a station? 

Whether it was wanted or not, the locals could read about plenty of false starts regarding the rail arriving here. In 1845 it was proposed that the Midland Grand Junction Railway line could go from Reading to Northampton via Henley and Marlow amongst other places. And there was the 1866 Marlow, Uxbridge and Wycombe railway that also never arrived. 

One line that definitely did get laid was between Maidenhead Boyne Hill and High Wycombe which opened in 1854 with a stop tantalizingly close to Marlow at Bourne End or Marlow Road as it was then known. Immediately the local carriers and coach services made sure to offer services to meet the trains there. In 1855 the papers confidently reported that the line would be extended to Marlow itself as there was no engineering difficulty preventing that, with a proposed station near the bottom of the High Street. But no, that didn't happen either. Travelling from Marlow-Road sounds a bit hair raising as in 1866 it was mentioned that the wooden bridge there had for a long time been in a dangerous state and "it is evident that before long the bridge will give way". Not conditions to reassure the nervous train passenger. 

Great Marlow Railway Co

A group of local landowners decided to start the Great Marlow Railway Company, with a station at Marlow, in 1867 although selling enough shares to finance it took time. The first general meeting of the shareholders took place at the Crown in 1869 chaired by Peter Borgnis. The gentlemen expressed regret that they had not met their initial expectations which were to have began construction by this time but they said if more people came forward with capital to invest things would soon be under way. The following year they were still hopeful that construction would start soon. Additional costs had arisen as Great Western had decided that some good sheds at Marlow Rd would need to be moved to the other side to avoid the new line having to cross their various sidings for safety reasons. Move on another year and only 12 subscribers turned up at the Crown meeting to discuss progress (or lack of it.) The increased projected costs this time round were put down to problems negotiating a price for the land the rail line would travel through. But at the end of 1872, the first sod of turf was ceremonially turned over by Mrs Owen Peel Wethered who was presented with a silver salver to mark the occasion. (Her husband was amongst the biggest share holders). 

I don't know how many men from Marlow itself might have been involved in some way with the construction of the line. Local engineer Edwin Clark* had offered to build it for £8000 and some shares, or to oversee the same for a commission based on the outlay plus more shares. He did win the contract. Whoever was involved, the work sounds very cold and wet as you imagine a project started in December on a flood plain would be.  Within a couple of weeks it had to stop altogether due to unusual levels of rain turning the site into a mud bath. But in March it was reported that some of the rails had arrived on site and the workers were nearly ready to lay them. (By 1878 the rails had had to be raised in parts by 15" in total to deal with flooding.)

The new station

Obviously the station at Marlow also had to built. The Windsor and Eton Express said the brick and bath stone building would be a place of "elegance, utility and comfort" which makes it definitely different looking from the current Marlow station! The plans showed a 240ft platform, a 31ft "covered veranda" and 150ft engine shed and tool sheds. The pressure was on to have the line open in time for the Regatta which they did, but actually the station buildings themselves were not quite finished on day one. 

There's a good chance that if your ancestor lived in Marlow in the summer of 1873 they were at the station to see the first public train come in. Before that the first engine to come over the line, driven by Mr Thomson of the Great Western Railway, bought a few officials to and from Bourne End on a trial run. They made the journey to Marlow  in 5 minutes. Peter Borgnis travelled on this journey as the first official passenger, although not a fare paying one. The engine was taken up the sidings too. Following this a heavy goods engine put the line through its paces on behalf of the Railway Inspector. It naturally passed.

  Mr Porter the station master at Marlow Rd/Bourne End transferred to Marlow - you can read more about him and his family who ran the Railway Hotel here. 1,700 tickets were sold in the first 10 days and within the month of August 10,000 passengers travelled on the Great Marlow Railway according to the Reading Mercury. 

The station operated with oil lights* but in 1874 it was proposed to light up the station building and signals by gas. There was no licensed  refreshment room (although it appears it was planned that there would be as a beer selling licence was originally applied for) so for that you'd have to pop across to the Railway Hotel where you could also hire a fly to take you onward if necessary. If you travelled to the new Maidenhead Station (where the current one is) surely you'd find a refreshment room in this smart modern premises? Unfortunately not. It was then the only main junction  station built without a licensed refreshment room. The landlord of the Maidenhead Railway Hotel was quite happy about that but Marlow's Wethered's Brewery did their best to get one installed. It was tiring for ladies and invalids to have to walk out of Maidenhead station and up the front steps to the hotel they said, especially in wet weather. But by the time Marlow station opened the refreshment room at Maidenhead was still a dream of the thirsty traveller.  

The platform at Marlow sounds crowded in these first few years. This is probably why it was announced in 1875 that only passengers intending to travel on the next train would be allowed on the platform prior to departure. But it seems this was generally ignored! 

Danger on the railway

Railways bought some danger to the residents here. There were near misses when people decided to cross the line where they could. The 78 year old Elizabeth Hester of Little Marlow was knocked down and killed in 1878 at the Spade Oak Crossing. The driver sounded his horn but she had crossed close to the train and there was no possibility of avoiding a collision. Was Elizabeth perhaps deaf or partially sighted? It was reported she'd had more than one narrow escape doing the same thing before. 

The first accident involving train passengers on the Marlow line did not happen until 1883 and it was thankfully a minor one although some travellers had slight injuries. The train from Bourne End was in a collision with the stop blocks at the dead end. The following year the engine used on the Marlow line fell over onto its side while being shunted, minus any carriages. No serious damage was done and no one was hurt. A crew from Slough came to move the engine and services resumed later the same day. With the wooden Bourne End railway bridge considered to be in a dangerous state again, there was probably a good take up for the option of adding insurance against calamity to the cost of your train ticket. 

Using the train in the 1880s. 

Two annoyances were reported by the passengers waiting to travel at Marlow. One was that "crowds" of "urchins" met every train and pestered the arrivals for coins. As the children were supposed to be in school, the parents were blamed. The second grievance was that many thought the carriages were in a shabby old condition. But in 1886 these long neglected essentials had been done up and now presented a "trim and tidy appearance". 

A lot of improvements had been made at the station soon after it opened, including a new siding in 1879 which was lamented as expensive but necessary because of goods traffic out doing expectations. (At the same time a general trade depression was reported to have resulted in a slight fall in passenger numbers which must have alarmed those who thought the railway would help local trade. But in the long term they were right, and numbers crept up again.)

From 1889 the Marlow station was in telegraphic communication with the main line. (Marlow Road station and Marlow town were linked by telegraph in 1870 so it took a while.) The other main work was to replace the iron rails with steel ones, which was done gradually over a period of 18 months. Some of the iron rails were sold to GWR. 

Part 2 coming next week deals with the 1890s +, the "disgrace to the neighborhood" otherwise known as Bourne End Station, the proposed new station in Riley Park, flooding, and the perils of travelling in cold weather. Read it here

*I believe it's possible the station was lit by gas for its initial opening but the Bucks Free Press reported that roughly 4 months after the line open Messrs Meakes** of Marlow had "just" completed the installation of lighting on the Silber system (E.g oil fuelled) to the platform and station buildings. It must have been lit before that, but whether by gas or a different form of oil lighting is uncertain. The same article mentions the difficulties of maintaining a good gas supply locally. It could be the GMRC considered gas and decided against it at first or had tried it and found it insufficient. As mentioned above, gas lighting did succeed the Silber system at Marlow before very long. More information on the travails of the Marlow Gas Works can be found here

**More information on the Meakes who were the local Silber agents, can be found here including a picture of their premises. 

Related posts:

For posts related to the station, and other historic transport in Marlow from stage coaches to cycling clubs  see the transport section of the index here

Timeline and proprietors of Railway Hotel: here

To look for information on a particular person or family, use the A-Z person index on the top drop down menu. 

Written and researched by Kathryn Day. 

For sources see part 2  here

© Marlow Ancestors.

 

W T Porter - Man Of Many Talents

 If you read many old local papers relating to Marlow, you cannot fail to come up with the name W T Porter throughout the Victorian and Edwardian period and beyond. 

William Thomas was on the surface a coal merchant, cartage contractor, railway agent and later farmer. But this only brushes the surface of the many roles this very busy man fulfilled. Porter's are of course long associated with the coal trade in Marlow. Many people recall buying coal from them at their yard adjacent to Marlow Station well into the 20th century. It was William's father Walter** that started this. Walter came to Marlow to fulfill the role as the very first station master at Marlow railway station in 1873. Prior to this he had the same position at Marlow Road Station (or Bourne End as it was subsequently known). Within a couple of months he'd also started business as a coal merchant, and if that wasn't enough, he was the licensee of the newly built Railway Hotel at the same time (now known as the Marlow Donkey). It was here the Porter family lived at first, and William's mother Sarah Ann was the one actively managing that side of the business. The coal yard was adjacent to the station and Walter also leased a "wharf" with additional coal storage - this was not a wharf on the riverside but an area mainly used a loading and unloading. (The wharf was where the extra goods siding of Marlow station was put in in 1902, so William had to move both that and his railway agents booking office then. The new office was built immediately opposite the station booking office which was considered a better site anyway.)  You could place an order with Walter's manager at either of those two places. 

William was born in 1861 before the family moved to Marlow, in Appleford, Berkshire. He was about 16 when his father Walter died aged just 40 in 1877 at the Railway Hotel. It was presumably quite a sudden death as only a few months before Walter was considered well enough to be considered for election for overseer of the poor for the Parish Council. The license for the Hotel was immediately officially transferred to widow Sarah Ann, who as mentioned above had always effectively been the one in charge there. The family continued the coal merchant business, with William T assuming the management of that by the time he was 20. 

Sarah Ann narrowly escaped the serious attention of the 1880 election rioters in Marlow. A detailed post about that is available here. Suffice to say, Sarah had been seen to allegedly sport the colours of the winners of that election, the Tories, on her carriage. The rioters were supporters of the losers and wreaked wide scale destruction in the centre of Marlow. They set out to smash the windows of the hotel but were stopped from forcing their way inside when one of the rioters pleaded Sarah's case. She was a widow with no vote herself he said. This largely worked and no significant damage was done. William's older sister Elizabeth was at this point assisting her mother at the hotel and it must have been an anxious time. 

Above, advert from 1907. 

On a happier note W T was involved in the Marlow Regatta from the 1870s - at first as a successful competitor,  later as Captain of the Rowing Club as well as a committee member for its organisation. Not all of the races  William took part in were absolutely serious - he had good form in the aquatic tug of war for example. One definitely serious role he often fulfilled was a judge at the Regatta once his own competing days were over. He contributed financially to the events organising funds and was indeed a Vice President on the organising committee. The position of Judge was not perhaps the most glamorous one at times, as bad weather seems to have been attracted to the Regatta in many of the years William was doing this job. In 1912 William was applauded for stoically staying out in the elements all day despite torrential rain descending upon him. Everyone else had tried to shelter under the bridge they say, although "everyone" must have been quite a small number given the space available!

William and wife Minnie lived for very many years at Woodlea / Wood Lea in Station Rd. This is almost opposite the Railway Hotel and is a good size house that reflects the business success that William and his family had enjoyed. They employed a servant, and after Minnie's death a live in housekeeper. From the 1890s if not before, William had been involved in buying and selling land and property speculation. Many houses and pieces of land in the area of Station Rd and Dedmere Rd in particular passed through his hands at some point. In 1895 we are told a brace of pretty villas are in the course of construction for William, "almost opposite the station", and he's often seen bidding for property all over Marlow. For example he owned the strip of cottages in Little Marlow Rd next to The Plough. His role as landlord and land owner is interesting as he was a fiercely critical of those in a similar position who did not maintain their poorer tenants premises. As a member of the Marlow Urban District Council he frequently asked awkward questions that shows he had no truck with those making excuses while the tenants lived in conditions of misery. In the early 1900s he constantly campaigned for improvement to areas such as Hatches Row and Primrose Lea in particular, where residents suffered atrocious sanitation and water supply issues. In 1905 William said he was strongly in favour of drastic measures being taken to force house owners in the area of Dean Street to update their properties. He was one of the few other than Dr Dickson who remembered to put the needs of the poor tenants at the forefront of decisions. When a few years later someone complained about a paperwork delay that has slowed down the delivery of enforcement notices on the owners of defective properties, William firmly said the owners themselves were the one who were a "disgrace". He said they should be able to see with their own eyes that they were forcing their tenants to live in a shameful state. 

William's position increasingly meant he was voted into all kinds of committees in Marlow. The 1897 Jubilee dinner and tea committee was one of the bigger projects. (You can read more about that here.) The large "vans" and other vehicles used by the Porters were in demand for many Marlow parades and processions. The most touching is probably the impromptu torch lit procession organised within hours of the end of the South African wars being confirmed in 1902. William's vehicle, laden with patriotic emblems and flags was one of the highlights. Just before the First World War William was part of the Marlow Improvement Committee - this was not related to housing conditions this time but was a sort of early tourist attraction group. They decided to advertise Marlow's charms in various newspapers. They also produced an illustrated guide to the town that was sent to 50 leading London hotels in order to tempt the wealthy guests to take the train to Marlow. 

William had a celebration of his own at Woodlea in 1910, or rather it was held to celebrate his son William Arthur reaching his majority. A marquee decorated with fairy lamps was put up on the lawn and some 30 employees of the Porters and their friends were invited. No band was needed as Mr Porter possessed a modern gramophone to entertain the guests with a "choice selection" of tasteful music. The speeches were fulsome and even the vicar joined in, praising William Juniors sporting talents in particular. He'd succeeded his father to membership of the rowing club amongst other pursuits. George North, representing the Porter's staff, presented young William with a gold tie pin to mark the occasion. You can imagine the horror that must have been felt in 1917 when William Junior of the Oxford and Bucks Light Infantry was reported missing in action in France. It took time for any further news to reach home, but thankfully when it did come, it showed that William was still alive, albeit injured. He survived the war and assisted his father in the coal business. 

At some point William had added the role of cartage contractor and railway goods agent to his business. In 1900 he opened a parcel office in Marlow High Street so customers did not need to even go to the station itself in order to place an order for any branch of his business.

"Mr Porters meadow" off Dedmere Rd features in local Victorian newspaper reports almost as often as the man himself. He actually owned several meadows about there. It was used sometimes for rides and sideshows of the Edwardian Marlow Fair after it had been evicted from its position in the streets of the town. (The Star and Crown Meadows were more often used). Then there were many football matches played by one of the bewildering number of football teams and youth sides Marlow once supported. * The most exciting event was probably the arrival of a army biplane in 1914. It was seen flying over the town before it made a controlled landing in order to make some repairs. The pilot was entertained by Dr Dickson at his home in nearby Institute Rd until they were ready to depart. 

William was also a supporter who contributed to the building of the current Marlow Library, then the Literary and Scientific Institute headquarters. He was also a Freemason. He defined himself as a farmer on the 1911 census, in addition to running the coal business. This was mainly at Town Farm in Bisham. 

As Sarah Ann Porter, William's widowed mother got older, she retired from the active management of the Railway Hotel (in 1901). However she continued to live there, as it was taken over by her younger son Charles Henry Porter who also worked as a coal merchant both with and independently of brother William. Her grave at Marlow Cemetery can be viewed on the blog here (Died 1923). Charles turned the livery and fly hire side of the business into a huge success and as he wished to expand this further in 1902, Messrs Porter as coal merchants and railway agents had to remove from the Railway Hotel to new stables and coal wharf constructed for them "near the railway." 

Post written and researched by Kathryn Day. 

* A list of  Victorian and Edwardian football teams in Marlow is available here

** There was another Walter Porter resident in Marlow, a watch and clock maker. This other Walter, husband to Ellen, died suddenly on Christmas Day 1862 leaving numerous little children. A public fundraising appeal was launched out of pity for the widow's terrible loss. 

To find all mentions of an individual here, use the A-Z person index in the top drop down menu. 

Landlord listing for the Railway Hotel: here

© Marlow Ancestors.

Sources:

Marlow Guides 1903&1905

Cairns, Jock - The Book of Marlow (Barracuda Books 1976)

Dickens, Charles - Dickens Dictionary of the Thames (1886 edition)

Kelly's Directories for Buckinghamshire 1886, 1889, 1911, 1915, 1920,1939. (Kelly's Directory Ltd)

Census data, transcribed from the originals by Charlotte Day and Jane Pullinger. 

Bucks Herald July 12th & 13 December 1873, 25 August 1888, 7 July 1917 (British Library Archive) 

South Bucks Standard 29 November 1895, 9th March 1900, 24 October 1902, 8 December 1905, 8 March 1907, 28 February 1908, 29 July 1910, 15 August 1912 as above 

Maidenhead Advertiser 6 June 1900, 1 July 1903 - as above 

Reading Mercury - 28 December 1918 as above. 

The Terrible Youth Of Today - 1896 style

 

For the little children of old Marlow, playing in the streets was a common occurrence. Of course with children expected to start work sooner, and many families unable to afford bought toys, not all children had the same experiences. 

With some of the streets busy with horse drawn traffic, many of the children's games were not looked on indulgently when they interfered with the business of their elders. In the early Victorian era, "sliding" in the streets was the game of choice for many, and a perpetual cause of complaint from the adults. This was easier to do on the pre tarmac road surfaces. In the 1840 the son of draper Mr Morgan of the High Street was injured when he collided with a cart carrying manure while intent on sliding. He was not seriously hurt. 

In the 1840's complaints of children driving iron hoops along the streets became frequent. The press expressed some sympathy for the young miscreants while recognising that their play was dangerous and sometimes illegal. The children had no other place to amuse themselves in save the streets they reasoned, making their games "in some measure excusable". The Enclosure acts formalised the use of Gossmore as a recreation ground later but there was as yet no Higginson Park or Riley or Seymour recreation grounds.  

The other dangerous if common childhood amusement was to try and catch a ride on the back of passing carts and waggons, and later steam traction engines and the like. In 1903, there was a tragic accident involving this practice, the victim 7 year old Percy William Allen. Little Percy had just left school in the Causeway and was walking home, with his brother James. A lorry driven by William Skipton, in the employ of Mr Porter of Station Road, turned into the High Street. A number of little boys ran after it to try and gain a ride by clinging to the back or sides. As James and Percy reached Timberlake's Cycle and Phonograph depot, Percy ran off towards the lorry and managed to jump on to the back and hold on for a ride. The driver could not see him there but he had noticed several boys hanging onto the sides. He was heard to call to them 3-4 times to get off. Sadly Percy lost his grip and fell under the vehicle. The lorry was carrying 2 tonnes of flour so with a wheel going over the little one's head and leg, he stood no chance whatsoever. The driver heard a bump and stopped instantly. He was horrified by what had happened. It was immediately apparent the boy was beyond surgical aid. Dr Nicholson was in attendance immediately and arranged for the poor parents to be called. The kind Mrs Mundy, whose shop the accident had occured more or less outside of, would not allow the little lad to lay in the street and picked his body up and carried him into her shop. The inquest was held at the Verney Arms in Dean Street, with the jury donating their appearance fees to the family.  Mr Porter paid for the funeral - the boy was buried at Holy Trinity but the marker can no longer be seen. There was "an extraordinary amount of people in attendance to show sympathy for the bereaved parents". 

Another gripe was the frequency with which children played football in the road. Three boys, Phillip White, Benjamin Mundy, and Arthur Stroud, were fined 6d for using the highway near All Saints for a game in 1896 for example. 

A letter writer (anonymous) to the local press in 1896 thought the youth of the day were a badly behaved lot, causing "pandemonium" in the High Street during their 2 hour lunch break - and after the school finished at 4. (Long lunch was a feature of Victorian schools because many children went home to eat, and some went quite far.) And what were the young miscreants up to other than making a great deal of noise? They incessantly rang door bells, stripped fruit and flowers from gardens, played ball in the road, sat on peoples doorsteps, wrote "filthy words" on any surface their pencils would work on and in the summer bathed nude in the river. Or so the writer said. 

 

Some of those getting into trouble for "play" in the streets or on the highway were adults. Playing marbles and pitch and toss was not the preserve of just the young. The adults were suspected of gambling on the result, hence why it was frowned upon beyond logistical reasons.  The quieter lanes were favourite spots for this - with cases noted in particular in Munday Dean Lane, around Bovingdon Green and Frieth, and on Gossmore. 

Written and researched by Kathryn Day. 

Related Posts: 

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Porter Grave, Marlow

 

Sarah Ann Porter 

Born September 8th 1835

Died February 15th 1923

Landlady at Railway Hotel. 

Grave is located in Marlow Cemetery

For a landlord listing for the Railway Hotel, a photo of it as it was in Sarah's day and as it is now,  see the post here

More information about Sarah, and a biography of her son William Thomas, coal merchant is available here

To find other grave photos and inscriptions for Marlow, Little Marlow and Hurley see on the top drop down menu under Graves.

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©Marlow Ancestors. You are very welcome to reuse this photo and transcription for family or local history purposes if you credit this blog.

History Of Duke Of Cambridge Pub and The Railway Hotel, Marlow

 

THE DUKE OF CAMBRIDGE, Queens Road. 

Updated by Charlotte November  2025

In 1862 William Plumridge was a publican somewhere in Marlow. In 1863 and 1864 William Plumridge was listed as a beer seller at Cambridge Place off Queens Road / Cambridge Road. He may be at the pub known to have been once located in what would later be the original cottage hospital in Cambridge Road. That building was built as a pub, probably by the Plumridge family. It's pub name is unknown to me. The early years of those premises are currently being researched and this research will hopefully bring more clarity. I believe William was not in the future hospital building at this time even if he had been earlier. Instead I believe that he was trading out of a converted cottage close by in Cambridge Place. Certainly in 1869 a Mrs Hewett was resident at the future hospital building and it was not a pub but an ordinary home then. William was also a builder, the son of another William who likewise worked as a builder and publican. This older William built The Wheatsheaf in Station Road and ran the White Hart in Chapel Street. 

1865 - William Plumridge listed at Duke of Cambridge, Marefield specifically. This is likely to be its current Queens Road premises as Marefield was a loose location covering this road and others. I have confirmed that William himself built the Duke as a beerhouse. It was subsequently fully licenced. Wife Emma. 

A cottage in Cambridge Place, which may have been the first Plumridge beer house in the area returned to domestic use, remained in the Plumridge family for some time. 

1869 - William Plumridge. Gets spirit licence. 

1871 - William Plumridge. Listed as bricklayer on the census. This would be closer to a builder in our modern understanding. An occupation followed by a vast number of Plumridge men!

1875 - thieves stole a pound of tea from William, selling it on for 14d and a pot of beer at the Travellers Friend. The 3 men convicted were sentenced to 3 months hard labour. 

1880 - William Plumridge handed over reins to his son William Henry Plumridge and passed away soon after. The pub was sold by the Plumridge family as a result (for £2000 to the Wethered family) but William the son immediately took back on the licence. He too was also a builder. His widowed mother Emma lived on until 1898, when she died in Queens Road after a long illness. Emma ran a little general store there for some time in her widowhood.

At the time of the pub sale the pub was described as consisting of a bar, taproom, large parlour, sitting room, 2 cellars, 4 bedrooms, 2 w.c, washhouse, with garden, stabling, outbuildings and conservatory. The "lucrative" trade was 7 barrels a week plus a steady custom for spirits. The "conservatory" was probably the hot house described in 1882 as a place where William was growing peaches which were stolen by a visiting drinker he had shown them off to.

1883 - William Henry Plumridge

1887 - A Jubilee public dinner was held in Queens Road so the pub and street was adorned with bunting, flags etc. For more see here .The following year William organised a Marefield area cricket team to play against the workers of Burrows shoe manufacturer of Cookham. It was played on a meadow adjoining the chalk pit off Oxford Road, and the Marefield team was victorious. Afterwards both sides sat down to a celebratory dinner at the Duke. 

1891 - William Henry Plumridge Still also builder/bricklayer)

1899 - Williams 50th birthday was celebrated at the Duke with a special smoking concert and copious toasts to the health and wealth of the host. 

1903  - William Henry Plumridge (also a bricklayer). Owner of a champion apple tree - see here

1920 - William Henry Plumridge

1932 - William Salisbury. He died this year. Previously at the Railway Hotel. His widow Alice briefly held the licence then it was transferred to John Thomas Edwards.

1932-39 - John Thomas Edwards

     The Railway hotel, Above 

THE RAILWAY HOTEL updated by Charlotte December 2025

(Later The Marlow Donkey), Station Road. 

1873 -Brewery got a spirit licence for these new premises in exchange for the Black Boy loosing theirs. Walter Porter.

1876 - Walter Porter 

1877 - Walter Porter

1880 - suffered minor damage in the 1880 election riot. The men were called off as Mrs Porter was now a widow. For more, see here. A biographical post about Walter and Sarah's son is on the blog here.

1881 - Mrs Sarah Ann Porter born Wisbech, Cambs.

1886 - Mrs Porter 2. William Harris of Maida Vale appears to have been a proposed new licensee and he was granted a holdover of the licence but his permanent takeover of the premises fell through. 

1899 - Mrs Sarah Ann Porter (See her grave on the blog here)

1903 - Charles Henry Porter (son of Sarah and Walter above). Also coal merchant. 

1904 - Walter Duplock managed Railway hotel livery stables 

1905 - Mr Porter

1911 - Charles Henry Porter

Adverts, 1905. 

1915 - William Sailsbury

1921 - William Salisbury (moved to the Duke of Cambridge)

1926 - 29 W Francis White "Electric light throughout". "The only hotel with modern sanitary arrangements" they say.  Sports meadow available to hire. Garages available for customer cars.

1934 - William F White is forced to retire due to ill health. He is due to move to Sheerness. Replaced by Harry Allin of Newbury. 

1939 - Frederick Wallace Jones 

1960 Tony (Anthony) and Margaret Hollingworth.

1961 - name changed to The Marlow Donkey. Tony and Margaret Hollingworth take over from Mr H Kemp who was moving elsewhere.

1963 - Tony and Margaret Hollingworth. Residential hotel.

Above  - front cover of the Marlow and District Motor Services Ltd first annual dinner as hosted at the Railway Hotel in March 1931. On the menu were both mince pies and plum pudding, a reminder that the habit of using these at celebratory meals at any time of the year had not quite disappeared at this time. From the collection of Michael Eagleton, with thanks. 

This photo ©Colin Groves 2021. The "off sales" entrance on corner facing Glade Road is now a window. 

©Marlow Ancestors.

To find all pub/hotel related posts see the pub related option on the top drop down menu. To see all mentions of your ancestor no matter how small, chose the A-Z person index. Here's a link to a list of historic Marlow watering holes: here 

SOURCES

Numerous historic newspaper reports relating to annual licencing sessions, and other events relating to the premises, in the South Bucks Standard, and Maidenhead Advertiser accessed via the BNA including: 

Reading Mercury 8th Sept 1866, 13 September 1873 as above

Bucks Herald 10th September 1864, as above

Census 1871,1881, 1891

Kelly's Post Office Directory 1864,1869,1877,1883,1895, 1903, 1911, 1915 

Dutton, Allen and Co Commercial Directory. 1863

Harrods Royal County Directory 1876

Marlow Guide 1903, 1907, 1915

Marlow Directory and Almanack 1881

Bucks Free Press 8th June 1934, High Wycombe Library 

Will of Richard Howard of Great Marlow

 Written 1711, proved 1714.

Glassman.

Says he weak of body but of sound mind.

Burial at discretion of his executor which is his loving wife Joan. She gets for life their dwelling house and all his goods and chattels, money, debts and personal estate.

Son Richard testator's best woollen wearing apparel. Rest of apparel to son John.

After his debts and funeral expenses paid, and after wife Joan's decease the following legacies to be paid:

Son Richard three score pounds.

Son John testator's dwelling house and the pastures belonging to it and all household goods.

Son Samuel three score pounds.

Son in law Thomas Carter £5.

Sister Mary Porter £5.

Grandson Richard, son of Richard £4.

Witnessed by Mary Hoar (made her mark), Elizabeth Carter junior (made her mark), Thomas Hobbs.

Transcribed and summarized by Charlotte Day. Will held at the National Archives. 

Use the Wills option on the menu to find similar posts and the Person Index to for and every mention of someone on this blog. Thousands of people are featured.

©Marlow Ancestors. You are very welcome to reuse this summary for family or local history purposes if you credit this blog.