1815

Within a few days of writing this we will be marking the 200th anniversary of the Battle of Waterloo. It was a terrible battle with heavy casualties on both sides but at the end of a very long day Napoleon’s army was defeated for the last time and Arthur Wellesley, the Duke of Weillington, emerged as the hero of the hour.

Let’s not underestimate the importance of this event for European history but also in 1815 an inspired and unlettered genius was working in the north east of England to resolve engineering problems which had much more significance for those of us interested in the history of Wolverton. It was in this year 200 years ago that a self taught mechanical engineer was able to forge the available technology of the day to create a steam engine that could move a locomotive frward. This man was George Stephenson.

In 1814 he had managed to forge the available technology of the day to create a steam engine that could move forward on rails. The steam locomotive was born. In 1815 he was improving the design and experimenting with iron rails that would not break under the weight. He also presented his design for the miner’s after lamp. One month later, a Cornishman called Sir Humphrey Davy presented a similar design and because he was an educated man from the landed classes he was credited with the invention. Most people in London found it difficult to believe that an unlettered northerner would have the wit to design such a device. Nevertheless Stephenson’s lamp went into manufacture and was known as the geordie lamp. It is said that the term “Geordie”. now applied to anyone from those arts, originated from the fame of George Stephenson.

He is of course best remembered for his pioneering work with the railways and by the time his son Robert (who was born in 1803) was of an age to go to school George Stephenson was prosperous enough to to send him to private school. Thus Robert grew up without a Geordie accent and was able to speak the language of the financiers and politicians of the day and it was he who engineered the London and Birmingham Railway and determined the route which brought a railway lone to Wolverton in 1838.

It must have been an odd experience for the suave, well-educated scion of a wealthy banking family, George Carr Glyn (later Baron Wolverton) to have encountered a seemingly rough character such as George Stephenson, and he was probably difficult to understand. yet Glyn was able to reflect on this in a speech given in 1849 at Wolverton (a year after Stephenson’s death) where he was able to reflect on the value of education.

Education was the groundwork of everything valuable in after life. Let them conceive what a basis it lay down for the rising generation. Let them remember that they were living in a country where the lowest among them might, if properly educated, arise in the race of life to the highest rank – that in this happy country – blessed be to God for it! – no degree, no grade, no exclusion existed, which prevented the well-educated youth from taking up a high position, such as his father, not so well-educated, could never have arrived at. (Cheers.) He needed not to remind them of the instances of the truth of that assertion, but there was one whom he could not refrain from mentioning here, because it had been his lot to have been thrown much into contact with him – he alluded to the late George Stephenson. (Cheers.) He had his failings, which of them had not (cheers)? But he (Mr. Glyn) held that the rise, the life, and the position of that man had been an honour to himself and to the country to which he belonged. He had heard him often detail passages in his interesting life – the privation which he had endured, and the industry with which he struggled against the anxiety of his early commencement; but what had struck him (Mr. Glyn) most, and had made the deepest impression on him, was when he recounted the zeal, the toil, and the privations he underwent to ensure the best education for his only son. (Cheers.) He appealed to them that if he (Mr. Stephenson) had not been repaid for that toil and for those privations? Had not that son repaid everything a father could have done? And did he not know bear a European character and estimation? (Cheers.) Let them rely on it that the cost of education would be one which they would never regret to have paid. (Cheers.)    

Glyn Square

Glyn Square, although still formally recognised in the shopping area, was, as its name suggests, a square. It was bounded by the railway line to the east (now McConnell Drive) with two short terraces of six units to the north and south, and a twenty unit terrace on the west side. This photo shows a corner of that terrace from the end of Church Street.
The next photo, looking eastwards from Creed Street, shows the back of the same corner with the backs of the southern terrace beyond.
The eastern part of the square was taken up with various railway buildings in the 20th century and later the training School in the 1950s. The northern terrace was demolished in the early 20th century, so for a long time it was an L-shaped square.

The square was named after George Carr Glyn, later Baron Wolverton, long time chairman of the L & BR and the L & NWR.

The Soiree of 1849 Part III- The Speeches and Speechmakers

The Times reporter detailed many of the speeches at this event and it sounds as if they rambled on endlessly. Had we been present we may have found it boring, but 170 years later, we can find a lot of information in them about Victorian life and attitudes. Here are the main speakers:

James Edward McConnell. He was the Superintendent of Wolverton Works, succeeding Edward Bury in 1846. He was responsible for designing the faster and more powerful locomotives that once embellished Wolverton’s reputation before locomotive building was consolidated at Crewe.

George Carr Glyn was a leading figure in railway building, being first chairman of the L&BR and subsequently of the L&NWR. He was a banker and by the time he made this speech was an MP. He was later ennobled and took the title of Baron Wolverton.

Rev. Mr. Fremantle is, I think, William Robert Fremantle, second son of Sir Thomas Fremantle. The reporter introduces him as “of the new church built here by the company” but I think this may be a reporter error. The incumbent was, and had been from the beginning, George Weight, acknowledged in a later speech. This Fremantle may have been a curate, but I can’t think that he would be the one saying grace at such an important occasion while George Weight remained in the shadows. There were two Fremantles of this period who had church careers. W R Fremantle, mentioned above, and his nephew, William Henry Fremantle, who was not ordained until 1855. This leaves us with one candidate. William Robert Fremantle was a senior divine in the C of E and a respected writer and editor on theological subjects. He was probably present at the request of the directors to represent the Buckinghamshire interest. He easily outranked poor old George Weight who was merely Vicar of St. George’s. Weight is acknowledged in Glyn’s remarks but was clearly not important enough to sit at the top table.

Sir Harry Verney (1801-1894) was actually born into the Calvert family of Hertfordshire and changed his name to Verney on inheriting the Verney estates at Claydon. He was a long-serving and influential MP for Buckingham and was very active in promoting the railway interest in Buckinghamshire. verney Junction is named after him. He also married, as his second wife, Parthenope Nightingale, Florence’s sister. He is shown here in old age with Florence Nightingale.

William Lucy was Lord Mayor of Birmingham from 1849-50.

George Cruikshank was a very famous contemporary illustrator and at the time of this occasion at the peak of his fame. Even today he is remembered for his caricatures of the Regency period and his illutrations for several of Dickens’ novels. Exactly why he was asked to grace the top table is not evident. He was not, as far as we know associated with railways and the speech he gave on this occasion is not particularly entertaining. One might conclude that one of the directors invited him along. The sketch above is a self portrait of the artists in middle age. He was born in 1792 and close to 60 on this occasion.

Captain Mark Huish was the general manager of the L&NWR and is recognized as one of the great railway managers of that period. His speech might strike one today as very defensive. There were of course many railway accidents in those early years and the press gave them publicity and there was public concern, even alarm. Travel at speeds of 30 mph and above was a completely new experience for this generation and there was much trepidation. Huish, however, is responding in a manner which is common enough today – “Everyone is working very hard and doing their best in difficult circumstances.” The memorial above at Bonchurch in the Isle of Wight is from a photo taken by Kevin Quick of Leighton Buzzard. He has an excellent website about the history of Leighton Buzzard and Linslade.

Here follows The Times reporting of the speeches.

Mr. McConnell (the chairman) proceeded to observe, it was a most gratifying and cheering scene to look around and see the numerous and cordial friends assembled on that occasion.It was the first held to support a Railway Mechanics’ Institution, and it was at Wolverton such a meeting should properly be held; for it was there the first town of railway servants had ever been established. It was there, too, a mechanics’ institute might be expected to flourish, but he regretted that as compared to other places, they had not made the progress which might have been expected, and had not kept pace with similar institutions on other railways. But other times were coming, and the present attempt was proof of the spirit pervading the people at Wolverton. It might be said the town itself was altogether the offspring of the railway. There were employed there no less than 500 mechanics who were engaged on the work of 220 engines, running upwards of 3,000,000 miles in the course of the year, and conveying upwards of 1,000 tons per week. Such a working stock, it was evident, required a large amount of mechanical force to keep it in order and repair. Artisans of nearly every class were congregated together, and if Wolverton were transported tomorrow to the wilds of America there esisted within it all the elements of production necessary for the comforts of life. (Cheers.) Everyone acquainted with its history would admit that its population had been most exemplary in conduct, and that, considering the many districts and parts of the kingdom from which they came, it was really gratifying to find how few causes of there were complaint against them. (Cheers.) The people and workmen had, indeed, been orderly, respectable, and well-conducted throughout. (Loud cheers.)  It must not be forgotten that the liberality of the directors had placed the means of education with the reach of all of them and had afforded them an opportunity of attending divine service in the church built for the purpose. All the orderly character to which he referred was due to the very efficient service of the clergymen appointed to superintend their secular and religious education. (Hear, hear.) He rejoiced at such a meeting as the present; independently of the laudable object they had met to serve, the social repast they had just enjoyed enabled them to cultivate kindly feelings with their brother workmen (cheers), and to do away with those little jealousies which must exist in all great establishments. The institute had been in existence since 1840, but unfortunately it had not been successful, owing to want of a proper mode of action among the men; but they were now more united, and the example of the large mechanics’ institutes in the manufacturing towns had had its effects. These remarks are telling. Although he does not specify the nature of the division, he does suggest that a lack of unity amongst the men had prevented the development of the Institute, and it is true that Institutes in other parts of the country, which had started later, had made more progress. In the end, despite even this Soiree, the Institute did not have its own building until 1864. The great Exhibition of Manufactures would no doubt stimulate mechanics to use their native talent, but they could never put forth their powers till they were enabled to do so by mechanics’ institutes. In conclusion, he might observe, that the London and North Western Company were among the first to encourage education among their working men, and the chairman was entitled to the highest praise for the uniform attention he had bestowed in increasing their comforts and enlightening their minds in every way he could by providing teachers and churches, and by seeing that teachers and churches fulfilled their ends. He had great pleasure in proposing for their consideration and applause “Prosperity to the London and North Western Railway Company, Chairman and Directors.” (Loud and continuous cheering.)
Mr. Glyn rose to return thanks for the enthusiastic manner in which they had received the sentiment conveyed by the chairman. It had been his good fortune, on more than one occasion, to be present at Wolverton during these interesting celebrations. He had witnessed the opening of the schools, and had assisted at the dedication of their church; but on no occasion had he ever felt such heartfelt gratification as the present. On those former occasions he and his colleagues had attended to discharge, as trustees of the company, those duties and responsibilities which their situation imposed upon them. The company had thought it right, considering the mixed assemblage collected at Wolverton, that the schools should be opened on such a principle as would allow the admission of children of parents of all religious denominations. (Cheers.) The non-denominational nature of the Wolverton Schools was  progressive. Stony Stratford was still building separate schools even after this. date. They had also thought it right to meet the liberality of the Radcliffe Trustees, and take measures to support the church, and to extend those of their servants who were of the established church, and to the town and surrounding districts, the scriptural benefits to be derived from it. But he regarded the present ceremony with stronger feelings – and cold must be the heart who would not – because it appealed to the heart, and it conveyed to his mind corroborative testimony that those who were present appreciated the efforts of the company and that apart from those efforts had arisen that movement which they were now spontaneously carrying forward. (Hear, hear.) They were engaged in a great and noble work, but, although they were so engaged, he entreated them to reflect that after the provision of proper spiritual instruction, their highest duty as citizens and parents, was not the further education of themselves, but of their children. (Hear, hear.) Education was the groundwork of everything valuable in after life. This idea was quite progressive for the time. Universal schooling did not come into being until the Education Act of 1870. Let them conceive what a basis it lay down for the rising generation. Let them remember that they were living in a country where the lowest among them might, if properly educated, arise in the race of life to the highest rank – that in this happy country – blessed be to God for it! – no degree, no grade, no exclusion existed, which prevented the well-educated youth from taking up a high position, such as his father, not so well-educated, could never have arrived at. (Cheers.) He needed not to remind them of the instances of the truth of that assertion, but there was one whom he could not refrain from mentioning here, because it had been his lot to have been thrown much into contact with him – he alluded to the late George Stephenson. (Cheers.) He had his failings, which of them had not (cheers)? But he (Mr. Glyn) held that the rise, the life, and the position of that man had been an honour to himself and to the country to which he belonged. He had heard him often detailpassages in his interesting life – the privation which he had endured, and the industry with which he struggled against the anxiety of his early commencement; but what had struck him (Mr. Glyn) most, and had made the deepest impression on him, was when he recounted the zeal, the toil, and the privations he underwent to ensure the best education for his only son. (Cheers.) He appealed to them that if he (Mr. Stephenson) had not been repaid for that toil and for those privations? Had not that son repaid everything a father could have done? And did he noty now bear a European character and estimation? (Cheers.) Let them rely on it that the cost of education would be one which they would never regret to have paid. (Cheers.) But there was another cause of congratulation which he could not pass over. They had there, to celebrate the occasion on which they had met, gentlemen who would do honour to any assembly, and he confessed that, having with them those not so immediately connected with the railways as themselves, he was anxious to occupy a little of their time, and to bespeak their kinder consideration for those who held in their hands the administration of those great undertakings. They were assailed with cries on every side; and far be it for him in any assemblage to extenuate or deny that any deserved reproaches had been cast on those who ought, in the position they held, to have considered themselves the trustees and representatives of others, and not the mere promoters of their own selfish end. (Cheers.) But, while that was so, was it right or fair that all who had from the earliest date of railway enterprise had striven to mature the system and bring it to the present point of perfection should be mixed up in one indiscriminate torrent of abuse? (Cheers.) Notwithstanding all that had been done – that towns had been erected where hamlets had not existed before, and that arrangements had been made which enabled a gentleman to step from his carriage at Euston square, and to travel from one end of England to the other, to proceed from London to York, or Montrose, should they all be heaped up together in one torrent of abuse and be excluded from a fair participation in the encomiums which, in his opinion, they deserved? (Hear.) But in all these arrangements they had never asked for any assistance from Government. The railways never had had the slightest assistance from Government.(Hear, hear.) Government had only thought of taxing them. They never had to thank Parliament for the slightest aid – Parliament had only interfered to diminish their rates and tolls. (Cheers.) But he had – and he rejoiced to have an opportunity of saying it publicly to thank the gentlemen assembled for the consideration they had ever given their employers, and that in every proceeding they had commenced for the improvement of that understanding, from first to last, they had received that untiring co-operation of their servants, and whether he looked to those at Wolverton or to those whose avocations prevented their presence that night – the guards and drivers – he had to declare that the company had received the most unflinching co-operation, and that through the means of their servants their present system had been laid down – a system which Government interferences might mar, but which Government interference could not improve. (Loud cheers.) He could not sit down without doing justice to the Rev. Mr. Waite (sic) (George Weight), and expressing publicly the satisfaction he felt, and the thanks the company conceived due to him, fo r the way in which he had carried out the wishes of the directors. Although a minister of the Church of England, he had not hesitated, in his administration of the affairs of the schools, to open them to children of all denominations. (Hear, hear.) He (Mr. Glyn) had now presided over the London and North Western Company for many years. He knew not the course of events, or what might be coming to touch and affect railway interests, but whatever that course might be, or whatever might befall them, he should always feel it an honour to be connected to a company of which the employers and employees could meet in the way they had done that evening. (Tremendous cheering.)
Mr. Barron, in a few words, proposed the speedy operation of the Buckingham Railway, in connexion with the health of the county member.
Sir H. Verney acknowledged the compliment, and having expressed the gratification he felt at being present on so agreeable occasion, impressed on the audience the paramount importance of the holy Scriptures as the source of all real knowledge. (Loud cheers.)
Mr. Lucy (Mayor of Birmingham) proposed very briefly, “The Working Staff of the London and North Western Railway.” (Cheers.)
Captain Huish returned thanks, and in doing so enlarged on the varied and extensive duties of the department he superintended, and on the immense interests committed to the charge of the company. There were some present who might not be aware of the magnitude of the undertaking. The company employed rather more than 10,000 persons, and about 140,000 people travelled their line every week. Now, the public were not, generally speaking, very grateful. Every one of these people, on an average, had three parcels of some kind or another, or, in other words, there were about half a million of bandboxes, and carpet bags, and such articles conveyed by the line every week; and when it was considered that of their passengers a large proportion were ladies, who almost invariably left everything behind them (laughter), and when he told them that the board of the company had not to pay for one of those parcels oftener than once in three months, they might be deeply – they ought to be deeply – grateful to their 10,000 servants. From the commencement of the railway, 100,000,000 persons had travelled on it, and, with the exception of one melancholy event near that spot, he would ask them, could any conceivable invention of man have produced a greater amount of safety? (Cheers.) There were 900 policemen on the line, and the least neglect of duty of any one of them might cause the most fatal accident, and yet the amount of loss of life was almost inconceivably small. Having alluded to the practical lessons in order and regularity taught to the people by railways, he proceeded to urge on his audience the necessity of avoiding agitators and evil counsellors, and regarding the Bible as the sole study by which their advance in secular knowledge could be made peaceful or useful, and concluded by introducing to the meeting “Mr. George Cruikshank, the Hogarth of the 19th. Century.”
Mr. Cruikshank, who was received with loud applause, returned thanks for himself and the guests of the evening. As a working man himself he was glad to be present on such an occasion. He had worked hard himself, and he thanked God for it, and that he had been able to do so. The directors, he was sure, wished them well. They would give their workmen their due. (Cheers.) If anything would ever raise England it would be the cheap system. (Loud cheering.) “A fair day’s wages for a fair day’s work.” – that was the motto. (Great applause.) As an artist he could assure them he never saw a more beautiful picture than the present; he saw not only the front he saw the back of the canvass; and more especially glad he was to see so many women present, for they might be certain, that though it had been said that women were at the bottom of every mischief, there never yet was any great social movement in which a woman had not taken part. (Cheers.)
The Rev. Mr. Fremantle, in speaking to the same toast, vindicated the character of railway labourers, and declared there were no men he would sooner have to deal with.
After a few words from Dr. MacKay, who was introduced to the meeting by Mr. Cruikshank.
Captain Huish proposed the health of “The Press”. They might be of opinion that the press just now bore rather hard on the railway interest. When they were hard set for a leader, and Parliament was not sitting, they set to work to abuse the railways. (Cheers and laughter.)  But still the daily press had done them good service. True, it was often made the means of intimidation. For instance, if any of the ladies, of whom he had spoken before, did not find her bandbox or bag forthcoming, she wrote to hi at once – “Sir, if my box is not returned in two days I’ll write to The Times.’ (loud laughter.) That was the panacea for all their evils. (Renewed laughter.) Some time ago a gentleman was smuggling a suckling pig in one of the carriages. One of the porters saw it, and said he must pay 6d. for it. “What! Am I to pay for a sucking pig, when you let children in arms go free?” (Laughter.) And if the money was not returned he supposed the next letter would be “I’ll write to The Times.” (Cheers and laughter.) Lost luggage was an unanticipated problem for the railways. In time most railway stations, particularly the termini, maintained Lost Property Offices.
Mr. Watkin, Assistant Secretary, and Mr. Henderson, one of the workmen, addressed the meeting, and other gentlemen were preparing to get on their legs, when we were obliged to get on ours to catch the last train; but their audience had greatly diminished, as the speeches were long, and could not be heard in the remoter parts of the hall, and a dance and supper elsewhere had powerful attractions. All the arrangements, which were under the management of Mrs. Hibbert, were very creditable to her taste and industry. A long programme of music was still undisposed of at half-past ten o’clock.

Mrs. Leonora Hibbert was the manager of the Refreshment Rooms, and from all accounts a formidable organizer. Catering for 1,500 people, especially in those times, must have been an enormous undertaking, and necessitated the hiring of a large number of temporary staff. Note that 14,000 cups and saucers had been prepared, according to the reporter. There would have been no time for washing up until after the event. I have written a brief life of Leonora Hibbert here.

Baron Wolverton

George Carr Glyn became chairman of the London & Birmingham Railway in 1837 and was responsible for steering the railway through its early years and was there at the birth of New Wolverton. Glyn Square was named after him as was Glyn Street in New Bradwell,and when he was ennobled in 1869 he took the title from the town.
He was a leading figure in the development of the London and Birmingham Railway and when tis merged with two other railways in 1846 became the first chairman of the mighty London and North Western Railway.
During his time in office he oversaw many innovations such as the railway clearing house which managed the revenue that was shared between companies. Thus a passenger could by a ticket from Wolverton to Southampton, travel on several railways on a single ticket. The revenue would then be allocated behind the scenes.
Glyn confessed to some regrets in the 1840s that he was too cautious in the early days, not realising that the railway would become a phenomenal success. For example he resisted the opportunity to did not buy up more land around  Euston station, which severely restricted expansion in later years.
Glyn’s bank morphed into Williams and Glyn’s Bank in the 20th century.

He was ennobled in 1869 and took the title Baron Wolverton, which may reflect his affection for the place.

The following extract from Wikipedia outlines the history of the peerage.

Baron Wolverton, of Wolverton in the County of Buckingham, is a title in the Peerage of the United Kingdom. It was created in 1869 for the banker George Glyn. He was the fourth son of Sir Richard Carr Glyn, 1st Baronet, of Gaunt’s House, Lord Mayor of London in 1798, himself the fourth son of Sir Richard Glyn, 1st Baronet, of Ewell, Lord Mayor of London in 1758. Lord Wolverton was succeeded by the eldest of his nine sons, the second Baron. He was a Liberal politician and served under William Gladstone as Paymaster-General and as Postmaster General. He was childless and was succeeded by his nephew, the third Baron. He was the eldest son of Vice-Admiral the Hon. Henry Carr Glyn, younger son of the first Baron. He died childless the following year aged only twenty-six, and was succeeded by his younger brother, the fourth Baron. He served as Vice-Chamberlain of the Household from 1902 to 1905 in the Conservative administration of Arthur Balfour. On the death in 1988 of his second but eldest surviving son, the fifth Baron, this line of the family failed. The title was inherited by the late Baron’s second cousin, the sixth Baron. He was the grandson of the Hon. Pascoe Glyn, younger son of the first Baron. As of 2009 the title is held by his son, the seventh Baron, who succeeded in 1988. As a descendant of both the first Glyn Baronet of Gaunt’s House and of the first Glyn Baronet of Ewell, he is also in remainder to these titles.
Several other members of the Glyn family have also gained distinction. The Hon. Pascoe Glyn, younger son of the first Baron, sat as Member of Parliament for Dorset East. The Hon. Sidney Glyn, younger son of the first Baron, was Member of Parliament for Shaftesbury. The Right Reverend the Hon. Edward Glyn, younger son of the first Baron, was Bishop of Peterborough and the father of Ralph Glyn, 1st Baron Glyn. The Hon. Henry Carr Glyn, younger son of the first Baron, was a Vice-Admiral in the Royal Navy.

[edit]Barons Wolverton (1869)