Marlborough Arms Hurley

Marlborough Arms, Hurley Bottom.

Frequently used for auctions. Originally sometimes given as the Duke of Marlborough's Arms. 

Historic landlord listing and history timeline. 

1775- Earliest date I know that it existed. William Glover possibly landlord.

1791- coaching inn. Stop between Wallingford and London.

1797-1800 ran by James Morgan. Used for Turnpike Trust meeting 1797. James was probably the "J Morgan" who had the Hurley tollgate in 1792. James died and in his will proved 1800 left his ale house business (but does not seem to own the actual building) to his wife Ann for her life then to their son William. There were other children too.

1815= landlord George Burden

1841 up to let with land attached. 

1843-47 James Cowley landlord. He moved to the East Arms Hurley by 1851 q.v

Compiled from censuses my transcription, will of James Morgan at National Archives my transcription, licensing information Berkshire Record Office, court cases, adverts, directories- Kellys Post Office Directory 1847,  newspapers if quoted above, etc. 

More Hurley pub history and landlord listings in the future. We have a large number of similar posts for pubs in Marlow, Little Marlow, Medmenham and Lane End (all Buckinghamshire) plus a few for the Hurley pubs we have already featured. These are all listed here.

 Our main focus is Marlow on this blog but we do cover places like Hurley because of frequent connection between them and Marlow. For a list of Hurley, Harleyford and Temple related posts see here

Researched and written by Charlotte Day.

©Marlow Ancestors. You are very welcome to use this content for family and local history purposes if you credit this blog and link here.

Great Marlow Stagecoach Services

  This is a follow up post to our entry on the Wyatt family who did so much to make coach travel faster for late 18th and early 19thc Marlow residents.  Their service to London, run with a series of partners and finally alone, was known as The Original and then The Wyatts coach. You can read more here.

But there were others services and this is an overview of the main other ones. 

The coaching trade boosted income for the innkeepers who provided a starting or finishing point for a journey. Coach building and maintenance for those owning their own private coach or carriage also provided work. We will mention Marlow resident Mr Lovegrove who advertised his coach painting services in 1770.  He had he said, been "regularly bred to the profession in London" and would do the job in the best and most professional manner. 

At first Marlow did not have a daily stagecoach service. In 1773 there were journeys made three times a week to London in the summer and twice weekly in winter. 

In May 1788 a new daily post coach run by Saunders, Smith and Co started running from Mr Dixon's the Lower Crown. Sundays were of course excepted. It left at 7am and returned to Marlow on the same day at 2pm. It arrived at the bustling coach interchange known as  The New White Horse Cellar Piccadilly. It's route went via Little Marlow, Wooburn and Taplow. The newspapers at this time carried advertisements for a coachman to serve this new route.  So what qualities would a coach driver need? Mr Dixon was mindful of the reputation some drivers had for being drunk in charge and reckless with both coach and horses. So his ideal candidate should be steady and sober, and must have held a similar role for some time. Experience with driving in both London and country areas was essential as was a good temper. What especially dates the ad is a requirement for the successful candidate to be free of smallpox.  

In 1790, the Lower Crown's London coach was leaving an hour earlier. It took an hour to get to Maidenhead, and 4 hours to reach London itself. Three years later, a "neat, new, elegant" London coach was run from the same Lower Crown by Minchener's [also occurs as Miltchener, this was Elizabeth of Colnbrook], later a partner of Wyatts. The first service set forth on the 8th April 1793, promising lower fares. The charge for travelling in the more expensive interior seats was 8s from Marlow to London in 1797, one shilling less if travelling from Maidenhead. There was also a special rate for small parcels at 4d. This coach went via Maidenhead (Swan Inn) to Piccadilly as before, but it also now advertised that it stopped at the New Inn, Old Bailey. It took longer to arrive in London than the previous coach, at 5 hours. But it was "safe, easy, and expeditious", at least if no highwayman were about. Sadly Minchener went bankrupt in 1806. A daily service departing from the King's Head, Old Change at 10am is also mentioned in 1793. 

Moving on to 1798 a new Marlow coach to the capital was started from Mrs Chapman's Upper Crown. This went through Maidenhead and arrived at the Bolt and Ton, Fleet Street via the inevitable New White Horse Cellar, Piccadilly. If the thought of getting up early to catch this coach was off putting and you wanted the luxury of selecting your own departure time, then the proprietors would allow you to hire out the entire coach and it would then set out when you chose. That however was an expensive option.  Around this time or a little later William Williams was running a post coach from the Lower Crown. William moved his post business to the Corporation Arms in High Wycombe in 1808, still promising to make travel as comfortable as possible for all those "pleased to honour him with their favours". 

It was not just the two Crown Inns that were coach stops. In 1819 Robert Mossington (Mossenton) had recently taken over the Greyhound Inn in Spittal Street. He was keen for everyone to know he had spent a great deal of time and effort on fitting up the premises in the most modern manner. He would also be running a new service to London, known as The Accomodation coach -  "All possible attention will be paid to safety, convenience and comfort of passengers". This took 5 hours so no real improvement had been made on earlier running times. Robert seems to have done very well at the parcel carrying part of his business, and so he also recruited the Two Brewers in St Peters Street to act as a parcel booking office. He offered a slightly later start from Marlow than his rivals at first - 8am with a return from the city at noon (later 2.30 pm) the following day. He did eventually bring his start time from Marlow back more in line with that of his rivals. The route was via Little Marlow, Maidenhead (the White Hart), Burnham and Slough to the Bull Inn, Holborn, the Belle Savage, Ludgate Hill and The Gloucester Coffee House.  Fares were 12s for a hopefully more comfortable interior seat, and 7s for an outside one, to London. He obviously was doing something right as a little over a month after starting his coach, he decided to make it a daily rather than thrice weekly service. (Sundays excepted)

WS Williams and Co obviously thought there was demand for another London service and so they launched a new post coach from The Greyhound in 1820. I believe they may have already run to London via Little Marlow, Wooburn and Taplow as they tell us in the adverts launching the new service that the coach serving these places will run unchanged bar an earlier start time.  They followed this by The Favourite in 1823  - more or less following the route and timings of Wyatt's the Original which was still going.  The Favourite went via Bisham (the Bull), Pinkneys Green (the Golden Ball), Maidenhead (White Hart), and Taplow (The Dumb Bell Inn) to Gloucester Coffee House, Piccadilly, and the Belle Sauvage, Lydgate Hill  London, daily, except Sundays. And why should you use Mr Williams service? He carried only 4 inside passengers in The Favourite, so was offering more leg room! He said his service had been timed not to interfere with existing services but this was only true on the return leg, which also took in Aldgate. Both the Favourite and The Original left Marlow at 9am (The first Williams coach left much earlier). The Favourite departed from the Greyhound, and also used The Two Brewers and The Bull Bisham as booking offices. Relations between the old and new service were naturally strained. When the two coaches met at the famous coaching stop the White Horse Cellar in London in September 1823, (before the timings had been moved further apart)  Wyatt and his rival Marlow coachman, a Mr Bonus came to blows. Wyatt accused Bonus of assaulting him, by punching and kicking but Bonus said he was provoked and warned Wyatt he would do just so if he did not leave off annoying him. Witnesses agreed with Bonus who was therefore unpunished. The trigger for the squabble was the sight by Wyatt of a lady who had formerly been a regular passenger of his was now a customer of Bonus. Wyatt said he had merely approached her calmly and asked for her to consider using his coach again. At this, he claimed Bonus had approached him and attacked. Bonus said the lady was actually already inside his coach at the time and Wyatt had been standing on the coach step conversing with her and offering to undercut Bonus. A very competitive market! The Favourite deposited it's passengers, purloined or otherwise at Marlow at 7.30pm.

Then there's the services that ran from Wycombe to Henley or Reading via Marlow. The coach and especially the numerous carrier services changed over time so this is just a summary. The Industry also known as Hone's Coach after it's operator, is probably the best known post coach. It started in 1828 and initially ran every day except Sundays. But within a few months, the service was reduced to running 3 times a week. (Tuesday, Thursday, Saturday, with Wednesday replacing Tuesday by 1830, left Reading at 4.45pm, later 3pm) However some services tweaked their timetable to reduce services over the winter when travel was less appealing, so the service was naturally changeable. The Industry is interesting because operator Hones & Co was a big concern in Reading and they timed their departures for Marlow and Wycombe for after the coaches from other major destinations had arrived, such as Bath, Brighton, Portsmouth and Bristol. So if your ancestor came to Marlow from further afield, this may well have been the route they took to arrive in town. In 1830 the mile stones between Marlow, Henley, and Reading were "newly painted and fitted up" so a traveller "has now a chance of knowing how far he is progressing". Those showing Marlow 1 mile must have elicited a silent cheer for the weary passengers. On the return from Henley, the coach pulled up at The Upper Crown at 7pm, but in the reverse direction passengers boarded at the Red Lion in West Street. Another service running from The Falcon, Wycombe to the White Hart Henley via the Three Tuns, Marlow was The Sociable by Thomas Hall, later known as "The Van", on Tuesdays and Fridays. The Van was afterwards ran by Lofting then Farley, from The Greyhound and the Tuns with the Halls operating a service from the Clayton Arms. Other carriers in this pre Victorian period include Thomas Wyatt's "Wagon" which went daily to London from The Horns, Chapel Street via Maidenhead and Salt Hill, Slough, and James Druce who ran to Wycombe on Fridays.

The Wonder omnibus with its beloved charismatic driver Charlie Burns went from the Crown (upper) to Maidenhead to meet the trains before the line came to Marlow. He will be the subject of his own post in the future.

Notes : In 1670 the carriers to London from Marlow came there every Tuesday, stopping at the Swanne in the Strand.  

1842 - carriers to London - Johnson, goes to the Bell, Warwick Lane, returning to Marlow on Thursday at noon. Robinson, to the The Rose, Smithfield, returning from there Tues and Fri mornings, and Wyatt's to the King's Arms, Holborn and White Bear, Piccadilly, returning Tues and Sats. (In 1807 the stop is called the Black Bear)

 Other later Victorian carriers include:

James Johnson of The Plough (to London once a week returning two days later), Charles and Tracey Wyatt (a man, Tracey was a male name then!)  from the Horns Inn Yard to The New Inn, Old Bailey and Piccadilly twice weekly, returning the next day each time, Wyatts from the Horns to Maidenhead and Slough, Richard Robinson from the Greyhound to Wycombe twice weekly. And there was a coach service from The George and Dragon once a day each to Henley and Windsor in the 1880s. And an omnibus to Windsor from the Greyhound to meet the South Western trains once a day.

Related Posts

More transport related posts can be found in the listing here

 All posts relating to an individual can be found under the A-Z person index on the top drop down menu. 

Marlow highwayman Peter Rivers here

Marlow's toll gates here

For posts related to the inns mentioned, use the Pub Related option, yes also on the top drop down menu! 

Researched and written by Kathryn Day. 

SOURCES

Extract of the annual returns of the Great Marlow and Stokenchurch Turnpike Trust. Great Britain House of Commons. 1851, Vol 18

Kent's Directory for the year 1793 (Richard & Henry Causton, 1793)

Taylor, John. The Carriers’ Cosmography. The Map of Early Modern London, Edition 6.6, edited by Janelle Jenstad, U of Victoria, 30 Jun. 2021, mapoflondon.uvic.ca/edition/6.6/CARR1.htm.

Reading Mercury 19 March 1770, 9 March 1773,  17 May 1780, 17 & 24  April 1788, 1 August 1789, 4 March 1793, 27 June 1796, 17 April 1797, 14 May 1798, 16 September 1811, all copies from The British Library. 

Oxford Journal 28 July 1787, 4 August 1804, 30 April 1808. As above. 

Windsor and Eton Express 05 September 1819, August 6 1820, 9 August 1823. As above. 

Berks Chronicle 6 September & 15 November 1828, 21 August 1830. As above. 

Bucks Gazette 19 February 1831, 31 March 1832, 24 October 1835 As above. 

Pigots Directory 1830, 1831,1842, 1844

Bucks Herald 3rd October 1840, As above

Bucks Chronicle and Bucks Gazette  24 November 1849

Statesman, 4 Oct 1823. 

Enrolment books, deposited with Clerk of the Peace, ref Q/RX 1835, Bucks Archives. 

Robson's London Directory 1842. 

Slaters Commercial Directory 1851

High Wycombe Directory and Handbook 1885

Crosby's Complete Pocket Gazette (B Crosby & Co, 1807, 1815)

Dutton, Allen and Co Directory and Gazetteer 1869

Kent's Directory for the Year 1793 (Richard and Henry Causton 1793)

©Marlow Ancestors

The Marlow Turnpike Toll Gates

This post isn't about the history of the Turnpike trusts and roads but we will give a quick mention of the toll gates within or close to Marlow to answer a specific query. The Great Marlow and Stokenchurch Turnpike Trust was incorporated in 1791 to deal with the 8 and a half mile stretch of toll road between the two towns. (In its previous state it was described as in a  "very ruinous" condition and too narrow in places.) This was renewed every 21 years until 1851, when no application for renewal was made. The trustees had indicated that they wished to be relieved of their duties and that the position of the trust was no longer sustainable. The level of tolls collected had dropped significantly and so the income was no longer sufficient to pay for the maintenance of the road. The railway was blamed for this decline, rightly or wrongly. The two toll gates on this road were known as the Well End and Holly Gates. The former was in Marlow, as Well End at this time refered to Dean Street as well as the village near Little Marlow. Later the road is described as having "several" toll gates. There were also gates on the Hatfield turnpike road at Bisham, at the junction of Little Marlow and Wycombe Roads (Chapel End), and at Greenlands towards Henley and so on.*

The Well End/Dean Street gate location is uncertain. It is on at least one occasion called the Seymour Court gate. But in 1840 the newly built Bank of England public house in Dean Street, (near the junction with Queens Road) was described as "eligibly situated at entrance of the flourishing and improving market town of Marlow near the turnpike on the Oxford Rd". In this instance, they do not mean our modern Oxford Rd, then usually called Oxford Lane, but the road to Stokenchurch which was then in Oxfordshire. Might the gate have been about where Berwick Lane begins now? The toll house keeper of 1838 George Clark, was the first proprietor of the Bank of England of England. Perhaps he saw a way to a money-spinner, refreshments right near the toll gate!  In June 1831 Richard Webb had purchased the cottage "formerly occupied by Mr Oxlade, now used as the toll house at Well End" for £200. The property was sold by the trustees of Dr John Brown but the ownership of this toll house seems to have been contentious before this. The trustees had notified the Turnpike Trust of their ownership of the property in 1828/9 so perhaps the latter were subtenants? As it was successfully sold by the trustees a little later, their claim was presumably substantiated. 

The toll gate at Aggleton Green (Aggerton) was also in Marlow, this referring to old name for Dedmere Rd end area of what we call Station Rd. This is advertised as up to let (or rather the ability to collect tolls there was up for auction) along with the Marlow Toll Gate in 1780 and for a few years afterwards - the Marlow gate being the Wycombe / Little Marlow Road one. Why was the Aggleton gate there? It is not seemingly located on one of the major routes into town although Dedmere ("Dudmere" "Deadmere" ) was referred to as a highway. Later on complaints were sometimes made that people tried to avoid using Little Marlow Road, for example to escape the tollgate further on, or take a short cut. They used what was intended as service "roads"  for those farming the Marlow Fields (common fields). So perhaps the tollgate at Aggleton was to cut off this potential getaway. Presumably it then became uneconomic to maintain this secondary gate. It is probably the side gate referred to in a newspaper article of 1832 which says the side gate had been erected by the trustees of the Hatfield turnpike trust to prevent toll evasion. It had then been removed for 3 years.  In 1878, we are told the former toll house in Station Rd has gone and has been replaced by a house. The very first keeper there, Richard Guy,  was required to be present only during the daytime and so was not given a house as such but "sufficient lodgings" were found for him. He recieved 2s6d a week for his part time role. 

The leases of the Turnpike toll gates tended to be short, just for a year often, 3 years at most. Finding someone reliable for the job seems to have caused much angst. For example in 1787 the lease of Bisham toll gate was cancelled because the incumbent had failed to perform his duties. He could keep the profit of the tolls but had to meet the expense of collecting them, eg paying someone to do the physical collection if not himself. This time around the leasee would have to pay 1 months rent in advance. And in 1789, a notice for the auction of the Marlow toll gates (plural) states that the current occupiers need not reapply unless they had settled their rent arrears. William Croxon, who operated both the Holly and Well End Gates in 1849, was also sued for rents owed. The money that could be made by the toll keepers gradually declined but in 1830 it was stated that £110 profit had been made from the gates on the Marlow - Stokenchurch turnpike road, over the costs of collecting them. 

 In 1831, it was agreed to remove the gate at the Wycombe and Little Road junctions, also known as the Chapel End gate. It had been the subject of constant bickering. Inhabitants of Marlow technically had the right to pass through without payment, but many complained that this was not what was happening in reality. The gatekeeper had been summoned for taking illegal tolls because of this. On the other hand, charges of riding through the Chapel End, Bisham and Well End/Dean Street gate without paying when required were common. The proximity of the Bisham and Chapel End gates was also an issue as some people complained they were unfairly charged twice for travelling on the same Turnpike Trusts short stretch of road. The gates were little more than a mile apart they said, and was it fair to pay a toll every mile? Deciding who should pay only once, or not at all caused yet more acrimony with accusations of unequal treatment and regulations not followed. The first toll taker at Chapel End Gate was shoemaker William Robinson who recieved 7s a week plus a house. 

I am not sure when the Aggleton/Aggerton gate passed out of active use. The tollgate house gets mentioned in passing in 1835, it's noted that part of some waste ground near The Pound (just past Marlow Place in what we call Station Road) was going to be enclosed to turn it into a garden for "the turnpike house". It may of course have passed into domestic use at this time. There are records of several now demolished 2 room cottages in the area in property deeds, wills etc so perhaps one will be identified as the old toll house in time. In the same year, the trustees of the Reading and Hatfield Turnpike Trust conveyed to W J Atkinson land in "Church Street" [Chapel Street] Great Marlow, for £156. The Atkinsons were at the Rookery so possibly this relates to land where the toll house or gate stood. At least one toll keeper at this gate recieved an allowance in lieu of accomodation. 

The toll gate keepers probably had a thankless job. They were referred to as greedy even though they were not the ones setting the toll fees or conditions. Poor Christopher Bain, a former sergeant and keeper of the Bisham Gate in 1866, was incensed when a rumour was circulated that he had attempted to charge even the Queen when she had passed through. Some said he had closed the "bar" eg prevented her carriage passing, until his demands for the payment of a toll had been met. He wrote to the local papers to clear his name. But many residents must have muttered that this sounded just the sort of thing a toll keeper would do! 

*Hatfield Turnpike Rd - In 1771 the newly opened Reading to Hatfield Turnpike Rd was advertised as offering a connection to the Bath road at Reading, and to a branch of the "Great North Rd" at Hatfield. It went via Henley, Wycombe, Amersham, Watford, and St Albans. The Upper Crown and the Crown and Broad Arrow inns at Marlow were both recommended by the Trust as places to get good post chaises, able horses and accommodation. (The Crown and Broad Arrow was the Lower Crown in the High Street.) In 1831 the Bisham Gate on this road took tolls worth £360 and the Greenland Gate £225. An example of the penalty you could get for avoiding the tollgates was the 12s fine including costs inflicted on George Wood in 1846 for evading the Greenlands gate. In 1770 the trustees through their secretary Mr Allnutt advertised for tenders to erect 50 milestones along the route. Capital letters were to be 3" high and a quarter inch deep, with smaller letters in proportion. The final meeting of the trustees was held in the petty sessions room at the police court in January 1882 to wind up its affairs. 

Written and researched by Kathryn Day. 

Related posts:

Marlow stagecoach services here

Trouble at the Toll House - convict William Neighbour here

For all mentions of an individual here, see the A-Z person index in the top drop down menu. For other transport related posts, head for the General Marlow History listing here

SOURCES

Extract of the annual returns of the Great Marlow and Stokenchurch Turnpike Trust. Great Britain House of Commons. 1851, Vol 18

Conveyance of Well End Toll House, 1831. Commissioners appointed to direct and approve sales made by corporate bodies,  Oxford University Digital archive. 

Reading Mercury 19 March 1770, 17 May 1780, July 8 1771 British Library Archive,accessed via the BNA

Pigots Directory 1830, 1831,1842, 1844

Bucks Herald 3rd October 1840, as above

Bucks Chronicle and Bucks Gazette  24 November 1849, as above

Enrolment books, deposited with Clerk of the Peace, ref Q/RX 1835, Bucks Archives. 

Slaters Commercial Directory 1851

High Wycombe Directory and Handbook 1885

Dutton, Allen and Co Directory and Gazetteer 1869

Weekly News 30 September 1838, thanks to Riley Hammond. 

St James Chronicle  12 September 1839, digitised by Google. 

Reading Mercury 30 September 1830

Berkshire Chronicle May 20 1832

Journal of the House Of Commons August 1790 - December 1791, Great Britain House of Commons. 

Bucks Advertiser and Aylesbury News 11th April 1846, British Library Archive. 

Windsor and Eton Express 21 July 1832. As above. 

©Marlow Ancestors

Above two, marker to be found at Bisham, near the side turning for the church and school. 

This marker above can be found in Wycombe Road, Marlow. 

Other markers are just beyond Seymour Court Lane off Seymour Court Rd as you leave Marlow, and on the Henley Road near Hooks Corner. 

Wadham And Anne Wyndham Of Beech Lodge

Beech Lodge was at Red Pitts off Henley Road with views over the Quarry Woods, a major attraction for tourists and day trippers. This view was always one of the main selling points when the house was up for sale or let. 

The lodge came with 30-37 acres of land. 

Wadham and and his Irish born wife Anne Wyndham lived in "Beech Lodge Great Marlow" by 1819, however they could not have actually owned it before 1824 when the previous owner died and asked in his will for his executors to dispose of it. Together Wadham and Anne had 20 children, 16 sons and 4 daughters, many of them born at Beech Lodge. Like most later residents of the house they also maintained a London home. Theirs was 24 Dorset Place.

In 1833 the property consisted of the house plus a lawn, flower garden, a large kitchen garden, a small yard, coach houses, stables, harness rooms and "other offices". Plus the other fields and land adjoining.

Wadham and Anne were close to the Marquis of Chandos, Wyndham's cousin, who visited them at Beech Lodge at least twice. At the time of his 1829 visit the Marquis went with Wadham to view Marlow's new suspension bridge and caused a lot of red faces when he expressed surprise that after months of supposed work on the project progress was minimal. To read about the painfully protracted business of building this bridge see my post here.

In 1827 Wadham chaired a meeting in the town in which voters met to decide whether to petition parliament against granting further civil rights to Catholics. Lieutenant-Colonel William Clayton gave an impassioned, hysterical speech in which he equated Catholicism with tyranny, evil and stupidity. Wadham's own opinion is not made clear at this meeting as he did not as far I can see speak himself. Lord George Nugent M.P spoke against the petition but the townspeople overwhelmingly voted to send it to parliament.

Wadham worked with George Nugent as a trustee of the Marlow to Reading turnpike road. He was also a local magistrate and the Lord Lieutenant of Bucks.

Wadham's leisure hours were spent in part following horse racing. His father had been devoted to the sport and Wadham owned several race horses himself. He and Anne at least once attended the annual horse racing meeting at Marlow, bringing I think his brother to watch as well. More about Marlow Races (and the cheating that went on there!) in this post.

In 1828 Anne and Wadham and their 8 living children woke up in the night to discover their dining room was on fire. Wadham and his brave servants fought the fire themselves and succeeded in saving the rest of the house from damage though everything in the dining room was destroyed. Anne and the children found shelter in a nearby cottage while the flames were being quenched.

In 1835 Wadham put the house up for let or sale. As he was leaving he decided to sell off his furniture and library of books including volumes on the subject of travel, famous lives, novels and plays by the "most approved authors" [British Library Archives, Bucks Herald December 19th 1835]. If he and Anne did leave it wasn't for long and the house was not in fact sold as the couple were definitely still resident there (at least) 1841-1845. In the latter year Anne passed away after a severe illness. By then only 7 of her 20 children were still living. Their 17 year old daughter Anne had died at Beech Lodge in 1835. This event may have precipitated the couples wish to leave the house for a while that year. Son Wadham junior along with his friend drowned in a boating accident on the Thames near Temple in 1839. He was 22.

I am not sure when Wadham moved away from the house but it was Frederick Parker who lived at Beech Lodge by 1846. Wadham lived at The Deanery, St Peter Street Marlow at the time of his death in 1849. He asked to be buried in the same grave as his wife and deceased children in Kensal Green Cemetery in London. However he was actually buried at Marlow. I'll post a pic of his grave in future. He left his personal estate in the hands of trustees for the benefit of four surviving sons. These included Chandos and Penruddocke who as children were pupils at the boarding school for boys Prospect House Academy at the junction of Little Marlow Road and Wycombe Road in Marlow (now demolished). More about the school in this post here. 

To read about one of the Wyndham's servants Sarah Hawkins see here

Beech Lodge was demolished and then rebuilt in 1877/8.

©Marlow Ancestors. You are welcome to use this content for family or local history purposes if you credit this blog and link here.

Other Sources:

Will Wadham Wyndham 1849, my transcription.

Censuses my transcription from microfilm. Census information always remains Crown Copyright. 

Windsor and Eton Express May 1827. British Newspaper Archives.

Property records in my family, transcribed by me.

Centre of Buckinghamshire Studies, property conveyance. 

The Family Topographer Or The Ancient And Present State Of The Counties Of England by Samuel Tymms, 1832.