Kennington - common and the church.

There is a famous photo of the Grand Surrey Canal with a vessel in the foreground and St George’s church in the background. I mentioned it in my previous post on the Grand Surrey Canal. Now St George’s is one of a group of churches know collectively as the Waterloo churches. After Waterloo, an Act of Parliament was passed in 1818 to raise a million pounds as a national thank-offering for peace and as a memorial to the soldiers who had fallen. Seven of these churches were built in south London and all but one of them is in our branch area.

St George’s we have seen is in Camberwell. St Matthew with St Jude is the one in the middle of the one way system in Brixton. St John the Evangelist stands at the end of Waterloo Road opposite the IMAX at the bottom of Waterloo Bridge. St Luke’s (the only one not in our branch area) is at the bottom of Knight’s Hill opposite West Norwood cemetery. St Peter’s is just off Walworth Road and St James is just off Jamaica Road in Rotherhithe. Now I’m sure that they all have their own stories to tell, but it is the seventh one, St Mark’s, which stands opposite the Oval tube station in Kennington that I am writing about here. This is the one which I saw most often when, for ten years, I got on and off a bus at the Oval on my journey to and from work at Vauxhall Exchange from the late 70s to late 80s.

St Marks Church stands at the junction of two old Roman Roads, (today’s Brixton and Clapham Roads), and was along with nearby Kennington Park, part of the old Kennington common.

The Common was a favourite place for chariot racing and cricket, and for six months of the year cattle and sheep grazed the common. But it had a more sinister use too; until 1799 this was also the site of a public gallows where, in 1746, twenty-one members of the Jacobite Rebellion, captured at Culloden Moor, were executed.

Another use of the common was as a gathering place for preachers; in 1739 John Wesley preached on the common to an estimated 50,000 people. Fifty years later, an early black preacher, the radical Robert Wedderburn, (born to a West African slave woman in Jamaica), spoke here too. So it is no surprise that when looking for sites for the Waterloo churches, Kennington common was chosen. (A young pawnbroker’s assistant on Kennington Park Road, William Booth, continued this tradition of preaching on Kennington Common in the 1840’s. He and his wife Catherine went on to found the Salvation Army.)

St. Mark’s took two years to build and was opened by the Archbishop of Canterbury on June 30th 1824, the cost of £15,274 was paid as part of the million pounds raised for the purpose.

The great Reform Act of 1831 brought direct representation to Parliament for the first time with Lambeth becoming a parliamentary constituency on 7 June 1832.

Now voting in elections took place on Kennington Common, though only property owning men could vote. The country was seething with political agitation. The Chartists (‘Peace and Order is our Motto’) described themselves as ‘pining in misery, want and starvation’. They held a mass demonstration on the Common on 10 April 1848. Asking for fair wages and other human rights, the heavily policed event passed off peacefully. However, the Establishment, including the then vicar of St Marks, was frightened. The common was enclosed and cricket moved to the Oval.

The new park was run by the ‘Royals’, (the Prince of Wales having given £200 of the £1000 needed for fencing), until it was passed into the hands of what became the London County Council in 1887.

Another person with a connection to the area is Field Marshall Sir Bernard Montgomery of Alamein, his father, historian H.H. Montgomery, was vicar here when Bernard was born in 1887.

The church was restored in 1931 at which time the glass dome was installed. Bombed in September 1940, it was scheduled for demolition. However, Wallace Bird, a man of vision and faith, became vicar in 1947. The building was partially re-opened in 1949 and fully opened on 12th March 1960.

Laurie Smith

The LNC

This was written, as were the rest of these early posts, for Union Branch Magazine I edited. This was written by John Clark - my first guest contributor.

Not far from our Branch Office, at 121 Westminster Bridge Road stands an odd looking, narrow four story building, at ground level is a wide arch with a driveway, the exit was some streets away off Hercules Road. For many that passed through that portal it would be the start of their last journey. For this was the entrance to the station and terminus of the London Necropolis Company (LNC).

The early 19th century saw a massive increase in the population of London, and a corresponding increase number of deaths and burials. Normal internment took place in parish churchyards from which the church received an income, a monopoly position that the church wished to protect. This was at time before the construction of the great commercial and municipal cemeteries.

The churchyards had reached bursting point and had become unsanitary. With the cholera epidemic of 1848-9 resulting in 14,601 deaths something had to be done. A solution was to build a cemetery far beyond the reach of any possible expansion of London and convey the bodies there by train.

By an Act of Parliament of 1852 The London Necropolis and Mausoleum Company was incorporated, later to become LNC.

The cemetery is at Brookwood near Working and was intended to be of such a size as to meet London’s burial requirements for the foreseeable future. There were objections, not least the conveyance of bodies from different social classes on the same train.

The building and associated station of the LNC in Westminster Bridge Road opened on the 11th February 1902, it being the company’s second premises, the first being lost in the growth and redevelopment of Waterloo Station. Initially the LNC used outside firms of undertakers to assist in their business operations, but gradually the LNC took over these functions. The Westminster Bridge Road building contained its own mortuaries, workshops and waiting rooms; the coffins were taken to the platforms by lifts.

The LNC lines joined the main line of the London & South Western Railway (L&SWR) just out side the LNC station. In life both class and religion divided society, and so it was in death. There were two platforms, one for first class and the other for third class mourners and coffins; a glass screen separated the two tracks creating a further separation in deference to finer sensibilities of the first class travellers. The capacity of the hearse vans varied, up to twenty four coffins per van with internal segregation for class and denomination. Off the first class platform was highly decorated chapel for the more ostentatious funerals. The tickets were issued in first, second and third class for passengers and coffins (passenger tickets were return, coffins one way), until 1918 when the rail companies abolished 2nd class. Still today if you are travelling by rail if you don’t travel first class you’re travelling third. However post 1918 because of contractual arrangements coffins could still travel second class. Rates varied, not least if there was a contract from a local Parish workhouse or hospital for multiple funerals of paupers, eight being the minimum number for discount.

The L&SWR supplied the locomotives and so as not to offend the general rail travellers, the carriage stock was on permanent loan from them. The hearse vans were built to the specifications of the LNC and owned by them. Apart from specials there were normally two trains per day.

At Brookwood a branch line led into the cemetery for funeral trains. There were two stations, South Station was for Anglican funerals and North Station for nonconformists (the south side of a churchyard being considered more preferable for a number of historical reasons). There was a third station just outside the cemetery on the main line for day to day visitors. In the early days of the LNC there were inadequate marshalling facilities for locomotive entry to the cemetery branch line, therefore the funeral train was uncoupled from the locomotive and hauled into the cemetery by a team of black horses.

This railway funeral service continued until the night of 16th of April 1941, when during an air raid much of the LNC facilities were destroyed by enemy bombers. Reconstruction was not considered viable, not least because of declining demand for such services, in part due to the growing public acceptance of cremations.

John Clark