Buckingham in the 1850s

The first of three articles by Dave Goodwin reprinted (with some cuts) with permission from the Old Union Canal Society Magazine

Summer 1998

Canal

The Buckingham Branch of the Grand Junction Canal had been opened with great ceremony in 1801. A dozen boats laden variously with local dignitaries, guest V.I.P's, a band (and more mundane cargoes such as coal and slate), entered the town basinto the firing of cannons. The following year the old 'Ship' Inn was refrurbished and renamed the ' Grand Junction Canal Hotel'. Wharves were quickly established, and with the head of navigation being just a short walk from the centrte of town, business prospered.

For just fifty years the GJ had no real competition for the carriatge of bulk cargoes:
'Conveyance by water, to Cosgrove - from whence goods are conveyed to all parts of the Kingdom; Edward Miller Mundy's boat from the old wharf every Friday to Derby & Leicester, Rogers & MacDonald's boat from the new wharf'. (From an 1831 Trade Directory)

GJ responsibility ended at Thorpe's Wharf at the northern end of town where the Stratford Road came closest ot the canal. The Marquis of Buckingham had financed the construction of the waterway, and so the final liftbridge (no. 29), the river sluices, winding hole and basin itself stayed in private hands. This would be the cause of considerable trouble in later years when the authorities directed the outfall of the town's sewers into the canal! The upkeep of the basin was not always a prime consideration as time went by...

Canal Manager

Luckily for us, one Jesse Cherry was appointed as the engineer in charge of the Northern District of the Grand Junction Canal in 1851. He lived at Blisworth, where the Northampton Branch of the canal joins, and controlled all GJ waters from Braunstgon to Fenny Stratford, including the Buckingham and Newport Pagnell branches. From 1854-58 he kept a workming diary, and thanks to Blisworth histroian George Freeston's foresight in rescuing and conserving this document, we can have a privileged glimpse of what life (and travel) was like in the 1850's.

Although works along the canal are noted, in most cases the references consist of single-line entires only; and since the Buckingham arm was but a part of his 'empire' mentions are rare. He visited about every other month on average, though typically there woudl be longer periods of absence, followed by several visits to settle particular items of business.

Canal Works

Cherry's inspection trips, frequently in company with 'Mr.Talbot' - the foreman in charge at Woverton - woudl take in'Drawbridge works at the lock' (at Buckingham), or they would take in repairs done to the lock top gate.' He would go to Maids Moreton (11/2 miles from town), where he 'witnessed the workmen cutting the weeds', or he ' transacted business with Mr. Langtron's Boatman respecting loading of timber', or 'looked at a mixture of lime and gravel use on the towpath'. There were Rate Books to be examined, Solicitors to be visited - all noted in the tantalisingly brief entries.

Travel

Cherry covered considerable mileage in his daily round. Though the railways were the 'enemy' in commercial terms, it did not stop him making full use of this facility! His day could start ' per train to Beltchley and Buckingham' - he would then walk the length of the canal - out to Stony Stratford - then catch a 'buss' to Wolverton, thence by train back to Blisworth. (A horse-bus or omnibus would be a public, 4-wheeled vehicle, carrying passengers in two rows of seats inside either side of a rear entrance). On other occasions her tried hiring a horse. While the towpath was built with horses in mind, riding the boat-horses was forbidden by Company Bye-Laws and so just how easy - or dangerous - it was negotiating the dozen or so fixed bridges along the way is an interesting problem to ponder.

Cost Cutting

The GJCCo always liked to cut down on costs wherever possible, so Cherry seemingly tried all forms of transport available in varying combinations. Though only some 13 miles by road, perhaps the direct Blisdworth/Buckingham route was not well served in his day. The 30-mile rail journey would have been quicker (but expensive?); the 20-mile, 9-locksof the canal impossibly slow. So, perhaps this last alternative was the best way of doing things - 'per train to Wolkverton, Gig from ditto to Maids MoretonMill and top lock Buckingham in company with Talbot'. A Gig was a light, open, two-wheeled carriage - the cheapest and quickest means of carrying the two men to the points mentioned? On the right day, it would certainly have been the most pleasant way of all to travel to inspect the canal in the County town.

'Modern Times'

By 1895 there were 'several Maltings in the town, a condensed Milk Manufactory (Thew, Hooker & Gilbey Ltd), an artificial Manure Manufactory (Henry Thorpe & Sons - Coal Merchants also), 3 water & steam Corn Mills (W.H.SMith & Sons, COrn & CVake Merchanys, Hay & Straw Dealers), and a brewery. The firms mentioned by name were some of those operating from wharf premises.

By 1911 the trade directoiry entrry reduces to one weaterand steam Corn Mill & Brewery, and by 1920 'a Malting' seems to the sole remaining example fo waterside industry.

At the turn of the century that spectre of poor maintenance struck, with the trown COuncil and the GJCCo locked in litigation. Local action failedat first, things progressen to Chancery Court, where the COmpany won its case.It was all too late, howveer, the uppermost section of the canal waas interminal decline. Nowadays, both canal and railway have gone, and in our motorway age so too have many of the country roads; and any real prospect of re-enacting Cherry's journeys - which one would you choose?

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	Buckingham in the 1850s The first of three articles by Dave Goodwin reprinted (with some cuts) with permission from the Old Union Canal Society Magazine Summer 1998
Canal The Buckingham Branch of the Grand Junction Canal had been opened with great ceremony in 1801. A dozen boats laden variously with local dignitaries, guest V.I.P's, a band (and more mundane cargoes such as coal and slate), entered the town basinto the firing of cannons. The following year the old 'Ship' Inn was refrurbished and renamed the ' Grand Junction Canal Hotel'. Wharves were quickly established, and with the head of navigation being just a short walk from the centrte of town, business prospered. For just fifty years the GJ had no real competition for the carriatge of bulk cargoes: 'Conveyance by water, to Cosgrove - from whence goods are conveyed to all parts of the Kingdom; Edward Miller Mundy's boat from the old wharf every Friday to Derby & Leicester, Rogers & MacDonald's boat from the new wharf'. (From an 1831 Trade Directory) GJ responsibility ended at Thorpe's Wharf at the northern end of town where the Stratford Road came closest ot the canal. The Marquis of Buckingham had financed the construction of the waterway, and so the final liftbridge (no. 29), the river sluices, winding hole and basin itself stayed in private hands. This would be the cause of considerable trouble in later years when the authorities directed the outfall of the town's sewers into the canal! The upkeep of the basin was not always a prime consideration as time went by... Canal Manager Luckily for us, one Jesse Cherry was appointed as the engineer in charge of the Northern District of the Grand Junction Canal in 1851. He lived at Blisworth, where the Northampton Branch of the canal joins, and controlled all GJ waters from Braunstgon to Fenny Stratford, including the Buckingham and Newport Pagnell branches. From 1854-58 he kept a workming diary, and thanks to Blisworth histroian George Freeston's foresight in rescuing and conserving this document, we can have a privileged glimpse of what life (and travel) was like in the 1850's. Although works along the canal are noted, in most cases the references consist of single-line entires only; and since the Buckingham arm was but a part of his 'empire' mentions are rare. He visited about every other month on average, though typically there woudl be longer periods of absence, followed by several visits to settle particular items of business. Canal Works Cherry's inspection trips, frequently in company with 'Mr.Talbot' - the foreman in charge at Woverton - woudl take in'Drawbridge works at the lock' (at Buckingham), or they would take in repairs done to the lock top gate.' He would go to Maids Moreton (11/2 miles from town), where he 'witnessed the workmen cutting the weeds', or he ' transacted business with Mr. Langtron's Boatman respecting loading of timber', or 'looked at a mixture of lime and gravel use on the towpath'. There were Rate Books to be examined, Solicitors to be visited - all noted in the tantalisingly brief entries. Travel Cherry covered considerable mileage in his daily round. Though the railways were the 'enemy' in commercial terms, it did not stop him making full use of this facility! His day could start ' per train to Beltchley and Buckingham' - he would then walk the length of the canal - out to Stony Stratford - then catch a 'buss' to Wolverton, thence by train back to Blisworth. (A horse-bus or omnibus would be a public, 4-wheeled vehicle, carrying passengers in two rows of seats inside either side of a rear entrance). On other occasions her tried hiring a horse. While the towpath was built with horses in mind, riding the boat-horses was forbidden by Company Bye-Laws and so just how easy - or dangerous - it was negotiating the dozen or so fixed bridges along the way is an interesting problem to ponder. Cost Cutting The GJCCo always liked to cut down on costs wherever possible, so Cherry seemingly tried all forms of transport available in varying combinations. Though only some 13 miles by road, perhaps the direct Blisdworth/Buckingham route was not well served in his day. The 30-mile rail journey would have been quicker (but expensive?); the 20-mile, 9-locksof the canal impossibly slow. So, perhaps this last alternative was the best way of doing things - 'per train to Wolkverton, Gig from ditto to Maids MoretonMill and top lock Buckingham in company with Talbot'. A Gig was a light, open, two-wheeled carriage - the cheapest and quickest means of carrying the two men to the points mentioned? On the right day, it would certainly have been the most pleasant way of all to travel to inspect the canal in the County town. 'Modern Times' By 1895 there were 'several Maltings in the town, a condensed Milk Manufactory (Thew, Hooker & Gilbey Ltd), an artificial Manure Manufactory (Henry Thorpe & Sons - Coal Merchants also), 3 water & steam Corn Mills (W.H.SMith & Sons, COrn & CVake Merchanys, Hay & Straw Dealers), and a brewery. The firms mentioned by name were some of those operating from wharf premises. By 1911 the trade directoiry entrry reduces to one weaterand steam Corn Mill & Brewery, and by 1920 'a Malting' seems to the sole remaining example fo waterside industry. At the turn of the century that spectre of poor maintenance struck, with the trown COuncil and the GJCCo locked in litigation. Local action failedat first, things progressen to Chancery Court, where the COmpany won its case.It was all too late, howveer, the uppermost section of the canal waas interminal decline. Nowadays, both canal and railway have gone, and in our motorway age so too have many of the country roads; and any real prospect of re-enacting Cherry's journeys - which one would you choose?
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