Roads

Watling Street was built from London to Chester by the Romans.

Today Watling Street is now also known as the A5 and is an important major road stretching from Kent to Holyhead in North Wales.
No river, hill or forest stopped those master builder from building their roads as straight as an arrow. Watling Street was probably the most important road in Romanised Britain.
The Romans had no maps nor compass or even much equipment. Where the rivers had to be crossed local stone was placed, forming shallow fords. These fords naturally became named to identify the district e.g. Stony Stratford and Old Street Ford.

It is interesting to learn that the name “Watling Street” comes down from the Saxons :

“Guethelinga”, the Gwythelian Way, (literally the Irish road,) corrupted into Watling Street, a work prior to the arrival of the Romans, crossed the island from Dover to Shrewsbury, and thence was continued to Caernarvon. Branches lead from Shrewsbury to Chester, in one direction, and to Cardigan in another. This may have been the precursor of the Roman route. The Watling street, Guethelinga strata, according to some the ancient Irish way, enters the county at

Stratford (Stpæt-ford), i.e. the passage of the via publica, or street over the water.”

Watling Street enabled two chariots to pass at the same time, the width of most chariots being 4ft 8½. Often the road would be raised 5ft above the surrounding land. Also on either side of the road the Romans cleared a good amount of forest or shrub, probably to make any enemy ambushes more difficult. The actual road surface was either gravel or lose stones though in the new towns often stone paving was laid.

The Watling Street has been a first class road of England for nearly 2000 years. It has been repaired and re-laid for generations. Only one part has not been widened - this part of the road is near Model Farm where the road surface is poor and the road very narrow.

Whilst the roads were being planned and constructed, camps were being built and there was possibly a minor Roman camp in Old Stratford.
There were of course many ancient British track ways in use and most of these the Romans improved to a width of 15 – 18 ft. The Watling Street itself was crossed continually between Old Stratford and Dunstable.

But unfortunately when the Roman Empire declined so did the roads. Without proper maintenance the condition of the roads deteriorated.  They were often broken up by nearby villagers and used in the building of houses and local farms.
This terrible deterioration was allowed to continue until 1555 when at last the Government ordered local parishes to repair the roads at once.

Highways Act 1555 The Highways Act 1555 (2 & 3 Ph. & Mary, c.), sometimes the First Statute of Highways, was an Act of Parliament of the Parliament of England passed in 1555 (and extended by the Highways Act 1562). It placed the burden of upkeep of the highways on individual parishes.

Clauses: The Act enacted that each year, in the Easter week, every parish was to elect "two honest persons" of the parish to serve as the Surveyor of Highways, who would be responsible for the upkeep of those highways within the parish boundaries which ran to market towns.

The Surveyors would announce, on the first Sunday after Easter, four days before June 24 on which the maintenance work was to be carried out, and for these four days the whole parish was to work on the highways.

Every person, for every ploughland they held in the parish, and every other person keeping a draught or plough there, was to provide a cart or wain equipped for the work, and two able-bodied men, on a penalty of 10s per draught; the Surveyors could, at their discretion, require a further two men instead of the cart. Every other householder, as well as every other cottager and labourer free to labour,was to send themselves or a substitute able-bodied labourer to work for the four days, on a penalty of 12d per day apiece. All labourers were to provide their own equipment, and bound to work for eight hours each day upon the roads.

The Act was originally in force for seven years, but its provisions were extended to run for another twenty years by the Highways Act 1562. It was repealed by section 57 of the Act 7 Geo.3 c.42.

The very first coach route that ran between Coventry and London was in 1659 along the Watling Street, By 1673 there was a definite schedule of coaches carrying about six inside passengers. 

A coach was drawn by four or more horses. The driving of a coach requires great skill, coolness, judgment, and a knowledge of horses on the part of the driver; and, where indulged in as a sport or pastime, may be said to derive its greatest attraction from that fact alone. The history of coaching is naturally part of the history of the coach. The first stage in England was put on the road in 1659 and travelled between London and Coventry. At the beginning of the eighteenth century there were many coaches employed throughout the country; hut the slowness of travel was such that it took a week to go from London to York, and proportionately for all lesser distances. The royal mail, which had been carried by a system of post-boys under a contract speed of five miles an hour, was, in 1734, undertaken by Palmer's mail-coach service, which carried mail as well as passengers, and grew to such a success that the average speed-rate of mail coaches was brought up to 10 miles an hour. This, however, was due almost entirely to the improvements in road construction instituted by Macadam and Telford.

In 1836 coaching had become so important an institution that 54 coaches were employed in England. 30 in Ireland, and 10 in Scotland. The British Government exercised a rigid supervision d discipline over the stage-coach service, because of its connection with the post-office system, and exacted a military punctuality and regularity in its running and general management. The landed and country gentry, generally, maintained a zealous watchfulness over the condition of the roads, and consequently much competition was indulged in by the people of the countryside, to attract coaches to some particular route, and among the coaches m members of the aristocracy. After 1840 coaching as a public necessity ceased to be; and with diminishing business, decay set in rapidly.]

There were many coaches that sped along the Watling Street through Old Stratford.
In 1654 Oliver Cromwell granted a monopoly over the mail delivery service in England to the “Office of Postage”.

1784 The first mail coach was introduced between Bristol and London. Early mail coaches were similar to ordinary family carriages but bore the Post Office livery.
Rates of postage were:
A. 2d for any place within eighty miles of London.
B. 3d for any greater distance in England.
C. 8d for most parcels.

The Royal Mail Coaches of course were drawn by very fine horses. The mail coaches could take four passengers inside. Outside, was the coachman and the guard, (usually an old soldier) who was handy with the blunderbuss.
In 1785 the first of the scarlet and gold mail coaches on the London, Birmingham, Holyhead route flashed through Old Stratford. These coaches were a masterpiece of craftsmanship. No attempt at all of robbery was made on the Royal Mail for fifty years.

The sanctity of the Sovereign’s mail has roots in much older times:

When Queen Elizabeth I decided to establish a weekly post to Ireland in 1572, the route via Chester and Liverpool was chosen, before being switched four years later to Holyhead, which represented a shorter sea crossing. The weekly post was sufficient when there was an English or British Parliament in London and an Irish Parliament, with urgent messages carried by civil servants, usually on horseback. The post improved slowly, and by 1784 the Turnpike Acts had resulted in improved roads on which a mail coach operated almost daily from London to Holyhead, taking 45 hours to make the journey.

Written in1853: Old Stratford, had accommodation at its inns, and you would have heard the incessant clatter of stage coaches day and night, and “horses on” for more aristocratic travellers, and ringing of ostlers’ bells, announcing some new arrival or some hurried departure, and the landladies and the bustling chambermaids. What a change was that which not only swept the stage coaches and the post horses from the road, but scorned to occupy the very road which it had left desolate. What a change for old Stratford which was supposed to hold its very existence by the patronage of the road. Difficult enough it was in truth to look hopefully on such a case. The dead silence which it brought oppressed one; the air seemed stagnant; the very sunshine had a gloom about it; the only life one saw was of the “navvy” class, decidedly a long remove for the worse in aspect, and even manners, from the ostler and the stable-boy order. Changes enough Old Stratford must have indeed seen in its time, as a station on the ancient Watling-street. Great, no doubt, was its panic when the last stage waggon innovated upon the older pack-horse custom; greater still when the stage coach took to “flying,” though the flight scarcely rests interposing. With each of these transitions Old Stratford had suffered a transition also. Increase of speed, or rather every effort to get out of the old slowness, had its effect, upon the inns especially. They were huge caravanserais when travelling could only be managed with safety in large companies, and numerous hoses, laden with much valuable merchandize, came in at night fall, seeking rest and food, and shelter, till daybreak should set them on their way again. Those were the days of spacious inn yards, and extensive outbuildings, and huge gateways, and strong and heavy gates to shut out marauders. Quicker travelling and terrible innovation of the canals, brought the accommodation of the inns within a smaller compass. People ceased at last to sleep upon the journey; horses were stationed at more frequent intervals, and therefore in smaller numbers at each. But all these changes, though they were felt, and no doubt anathematised, each in its turn, as the coming of doom, what were they as compared with the innovation of the rail? They were but changes upon the old road, variations of the old mode of getting along; this was an utter abolition, as to its chief purpose, of the road itself. It was not a reform, but an actual revolution. What could be predicted from it but the utter ruin and abolition of Old Stratford also? But the croakers were all mistaken after all. Old Stratford remains a flourishing pleasant little town still. Its inn-signs may not stretch their inviting arms across so thickly, perhaps, as of old, but there is a good sprinkling of them yet. The long street has regained its cleanly cheerful aspect, and now that the echo of the coaching days has died out of our ears, the contrast of the silence is unobserved. From the The Journal of Revd. John A. Greaves 1829 - 1893 All the towns on the old London and Chester turnpike opposed the L & N W R and it was driven from Stratford and Northampton and had to make its way by the by-palls of Wolverton and Blisworth. But it soon drove all the old coaches off the road and this inn, with many others in Stratford, were closed. No more exciting scene can be imagined than that which was seen daily at Stoney Stratford or any other town on the main turnpike to London. Coach after coach drew up successively with the sound of the guard's horn to announce their arrival and to summon a change of horses. It barely occupied two or three minutes to unhook the weary ones and put in fresh ones and with a crack of the whip, when passengers were hastily seated, they flew off again. Every available stable was filled with well-groomed horses. When distinguished persons were passengers there was great excitement. I remember seeing Marshall Soult alight at the Cock Hotel and retire for a brief refreshment there. The Northampton Mercury June 9th 1783 The Old TOWCESTER and STONY-STRATFORD STAGE-WAGGONS, Having been Sold by Thomas Eagles, and purchased by WILLIAM ADAMS, he begs Leave to inform the Nobility, Gentry, Tradesmen. and Others, that they continue to let out every Tuesday and Saturday from Towcester and Stony-Stratford; and from the Golden Lion Inn, in St John’s- Street, London, every Monday and Thursday, at Twelve o’Clock, as usual: Carries Goods and Passengers to Towcester and Stony Stratford,  and all Place, adjacent; and begs the Continuance of their Favours, as the greatest Care will be taken in carrying and delivering their Goods with Safety and Punctually, by Their most obedient, humble Servant, WILLIAM ADAMS. N. B. Will not be accountable for any Plate; Jewels, or Writings,, &c. unless entered and paid for as such. The Northampton Mercury April 19th 1788 On Sunday morning last, about Three o’Clock, Banks, the Driver of one of the Chester Coaches, by a sudden Jolt of the Carriage, was thrown from the Box, near Stony Stratford; by which Accident both his legs were broke. The Horses went on with the Coach through Stony Stratford, and brought in safe to Old Stratford, notwithstanding they pulled a Waggon on the Road, without Passengers knowing any Thing of the Accident. The Northampton Mercury April 14th 1827 A few days ago, as one of the coaches which pass through Stony Stratford to London was proceeding on its way through Old Stratford, the reins unfortunately broke. Wall, the coachman, however, used his whip with such dexterity, that he turned the leaders into a ditch by the side of the road, and thus stopped his horses without the least injury to the passengers. The Northampton Mercury August 12th 1837 Frightful and Fatal Stage-coach Accident. On Monday afternoon, the Guard of the Emerald Birmingham stage-coach, arrived at the Golden Cross Inn, Charing Cross, with the melancholy intelligence of the oversetting of the Emerald Birmingham Coach, on its road from Birmingham to London, that morning, fronting Plum-Park, ten miles the other side  of Stony Stratford. It appears that the reins of the horses broke at the time they were proceeding at a rapid rate, and the animals set off furiously, finding themselves without control, and ran a considerable distance; at the time there was a number of inside and outside passengers; on arriving at a high bank they ran the coach up it, and it was instantly overset into a valley upwards of twenty feet deep. One gentleman, an outside passenger, was dashed to atoms, the coachman’s thigh was fractured, and the passengers all received serious injuries; they were conveyed to the nearest house to receive surgical aid. The coach was broken to pieces. The Northampton Mercury April 28th 1838 COACH ACCIDENT.  The Manchester mail that runs through Birmingham, was upset while descending the canal bridge, near Old Stratford, Buck. On Wednesday morning week, owing to the driver of a timber drug having neglected to allow it proper room to pass. From this cause the driver of the mail was compelled to pull too near the side, when one of the wheels running upon a step leading down to a house, was thrown against the premises with great force, by which the driver and three passengers were thrown to the ground - one of whom was so much injured as to obliged to be left behind. The horses, in their endeavours to get the coach on the road, broke the pole, and set off to Stony Stratford at full speed, one of them being much injured by dragging the pole behind it. It is singular that in breaking from their trammels, the horses caused the coach to fall down on the opposite side of the road, by which it was much shattered.

Tollgates

Map of Old Stratford 1608 showing the gate across the Watling Street on the north side of Old Stratford.

1734 Act of Parliament; For repairing the Highways from Old Stratford in the County of Northampton to Dunchurch in the County of Warwick.

British History on line : TOLL OF OLD STRATFORD

In 1542 all the Crown estate in Cosgrove and Deanshanger was annexed to the honor of Grafton on its establishment. The honor appears not to have acquired any land in Old Stratford, but did own one quit rent there and also what were later described as the tolls of the town of Old Stratford. In 1586 it was noted that no rent had hitherto been answered to the queen for the tolls, but that George Ferne (who was evidently in possession) was willing to pay 5s . a year in return for a 21-year lease with no fine, to which the Crown agreed. Either he or a namesake was granted a new lease for 40 years in 1607, at the same rent but on payment of a £5 fine.

In 1646 John Hillier the elder of Potterspury conveyed to his son of the same name, in return for board and lodging, his house in Potterspury and his other possessions, which included the unexpired years in his lease of the toll of Old Stratford. Four years later it was noted that the improved rent of the tolls was worth £5 a year, that they had recently been held on lease by John Hillier and Thomas Fish, and that they had been out of lease for three years, during which time Hillier and Fish had retained possession. Robert Hillier took a new lease for a fine of £16 in 1666.

The Old Stratford tolls were included in the grant of the honor to the earl of Arlington in 1673 and continued to be leased in reversion by Queen Catherine's trustees until her death in 1705. In 1675, when they were said to be in the tenure of John Hillier, they were leased for nine years from 1687 to Samuel Rolt, the tenant of the manorial demesnes at Alderton, and in 1691 they were granted to William Forster for 15¾ year from 1696, still at 5s. a year, to keep up a term of 21 years. In 1702 William Plowman of Blisworth, who a year before had been granted a new lease for 10¾ years from 1711 and had taken an assignment of Forster's lease, in turn assigned the lease to John Hillier of Old Stratford in return for a fine of £16. In 1757 Sarah French, the daughter of Thomas French of Old Stratford, successfully applied for a lease of the tolls for 21 years at £25 a year, and this sum appears in the estate rentals (under Potterspury) for most of the 18th century. In the 1830s Sarah Webb was being paid about £5 a year to keep the toll at Old Stratford, until it was discontinued at Lady Day 1837.

In the whole of England, during the days of the coaches, there were 7,800 toll gates, and five were in the neighbourhood of Old Stratford.

These were situated at: A. the south side of Old Stratford bridge on Watling Street. B. On the Watling Street opposite the Furtho Garage C. Near the Dog’s Mouth Bridge in Cosgrove on the Northampton road. D. Close to Home Farm, which now stands on the Deanshanger Road. E. At the Passenham turn on the Deanshanger Road. This last is where the actual Toll House stood underneath the trees. This house completely disappeared at the beginning of the century. One of the last known Toll Gate Keepers in Old Stratford was the grandfather of Mr R. Kitely.

A later map of the Toll Gates around Old Stratford

In 1772 just after the highway was repaired from Old Stratford to Dunchurch the toll payments were raised as follows:

The toll keepers were people who looked after the roads and made sure that any ruts were filled up, and so on. These keepers did not always do their job properly, even though they were receiving money from the people who travelled along the roads. This money was supposed to pay for any repairs. The toll houses were stationed beside turnpikes.

The toll house on the corner of Passenham road was barred by white gates which were built by the toll keeper himself. The toll house had narrow windows so as the toll keeper could see any coach, wagon, party of riders or solitary horseman approaching. This meant that the toll keeper had time to have a good look at his customers before emerging from his house, to collect the fees and open the gates.

The toll keepers were very careful for they never knew whether their customers were business men or highway men! Most of the toll houses were heavily shuttered for protection and most toll gate keepers carried a blunderbuss in case they needed to defend themselves.

The tolls in Old Stratford were annually put up for auction, so that people could purchase the toll rights and make a profit from them if they could. In 1802 the Old Stratford tolls were leased by Mr Cockerill for £584.

However these tolls were not in use for long and there was great rejoicing in Old Stratford when they were abolished. An Ox Roast was held in the Barley Mow field in celebration.

Some of these old Toll Houses still survive as pleasant roadway dwellings, although none have survived in Old Stratford.

The Northampton Mercury September 10^th 1814

NOTICE is hereby given, That Application is intended to he made to Parliament in the ensuing Session for Leave to bring in a Bill for making and maintaining a Turnpike-Road from the North- West-End of a certain Street or Lane, Called Beaty’s Lane, in the Town of NEWPORT PAGNELL, in the County of Buckingham, through the North End and High Street of the East side of a certain Turnpike Road, in the Parish of Wolverton, in the County of Buckingham, commonly called West Chester Road, leading through the Town of Stony Stratford, and also from the West Side of the said last mentioned Turnpike Road, at the Hamlet of Old Stratford, in the Parish of Passenham, in the County of Northampton, to or near in the County Hall, in the Town and County of Buckingham ; which said Road is intended to pass through Part of the Parish of New Pagnell, and through or into the Parishes or Places of Great Linford, Stantonbury, Bradwell, Wolverton, Calverton, Stony Stratford, St. Giles, and St. Mary  Magdalene, in the County of Buckingham; Old Stratford, Passenham, Denshanger otherwise Deanshanger, Wicken and Leakhamstead, in the County of Northampton ; Foscote otherwise Forcote, Maid's-Morton, and Part of the Parish and Town of Buckingham, in the County of Buckingham.— Dated this second or September 1814. GEORGE GOOCH