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Stage-Coach and Mail in Days of Yore : a Picturesque History of The

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Stage-Coach and Mail in Days of Yore : a Picturesque History of The STAGECOACH AND MAIL IN DAYS OFYORE CHARLES C. HARPER Jnhn Gfnffrrn Mm\ \(m\m Tufts Ufs^/C'sitv School of Vmerinary Medicine 200 Westboro Rd. North Grafton. MA 01S36 STAGE-COACH AND MAIL IN DAYS OF YORE WORKS BY THE SAME AUTHOR The Brighton Road : Okl Times and New on a (_'lassic Highway. The Portsmouth Road, and its Tributaries : To-day and in Days of Old. The Dover Road : Annals of an Ancient Turnpike. The Bath Road : History, Fashion, and PVivolity on an Old Highway. The Exeter Road : The Story of the West of England Highway. The Great North Road : The Old :\[ail Road to tScotlaud. Two Vols. The Norwich Road : An East Anglian Highway. The Holyhead Road: The Mail-Coaeh Koad to Dal)lin. Two Vols. The Cambridge, Ely, and King's Lynn Road : The Great Fenlaml Highway. Cycle Rides Round London. The Oxford, Gloucester, and Milford Haven Road: Two Vols. [/u the Press. STAGECOACH AND MAIL IN DAYS OFYORE A PICTURESQUE HISTORY OF THE COACHING AGE VOL. II By CHARLES G. HARPER Ilhistyated from Old- Time Prints and Pictures London : CHAPMAN c^ HALL, Limited 1903 All rishts reserved PRINTED BY HAZELL, WATSON AND VINEY, LD., LONDON AND AYLESBURY. A CONTENTS PAGE I. The Later Mails I II. Down the Road in Days of Yore. I. — Journey from Newcastle-on-Tyne to London in 1772 ........ 48 III. Down the Road in Days of Yore. II. —From London to Newcastle-on-Tyne in 1830 . 66 IV. Accidents ........ 96 V. A Great Carrying Firm : The Story of Pickford AND Co. .... 123 VI. Robbery and Adventure 144 VII. Snow and Floods 159 VIII. The Golden Age, 1824—1848 173 IX. Coach-proprietors 194 X. Coach-proprietors [continued) 226 XL The Amateurs .... 239 XII. End of the Coaching Age . 260 XIII. What Became of the Coachmen 292 XIV. The Old England of Coaching Days 322 OIF SEPARATE PLATES PAGE 1. Mail-coach passing St. George's Circus, Southwark, 1797. (After Dalgety) . Frontisjnece 2. The Worcester Mail, 1805. {After J. A. Atkinson) 7 3. The Mail. (After J. L. Agasse, 1842) ... 13 4. The Bristol Mail at Hyde Park Corner, 1838. (After J. Doyle) . • 19 5. The Yarmouth Mail at the "Coach and Horses," Ilford. (After J. Pollard) 25 6. The " Quicksilver " Devonport Mail, passing Kew Bridge. {After J. Follard) . .29 7. The "Quicksilver" Devonport Mail, arriving at Temple Bar. (After C. B. Xeichouse) . -37 8. The " Quicksilver" Devonport Mail, passing Wind- sor Castle. (After Charles Hunt, 1840) . -41 9. Mail-coach built by Waude, 1830. {2^^ow in ]josses- sion of Messrs. Holland <£ Holland) ... 45 10. The "Queen's Hotel" and Geni^ral Post Office. (After T. Alloin) 69 11. The Turnpike Gate. {From a contcmjwrary Litho- graph) 77 12. A Midnight Disaster on a Cross E-oad: Five Miles to the Nearest Village. (After C. B. Xewhouse) 99 X LIST OF ILLUSTRATIONS PAGE J. 13. The "Beaufort" Brighton Coach. {Afttr IF. Shaijer) 103 " 14. A Queer Piece of Ground in a Fog : If we get OVER THE RAILS, WE SHALL BE IN AN UGLY FIX." {After C. B. Newhouse) m 15. KoAD VERSUS Kail, {After C. Coox>er Henderson, l^io) 117 16. Joseph Baxendale. {From the Portrait hy E. IT. Fickersfjill, R.A.) 131 17. PiCKFORD AND Co's PvOYAL FlY-VAN, ABOUT 1820. {From a contemporary Paintin<j) . -139 1 8. The Lioness attacking the Exeter Mail, October 20th, 1816. {After A. Sauerweid) . -153 19. Winter: Going North. {After JI. Aiken). .163 20. Mail-coach in a Snow-drift. {After J. Pollard) . 167 2 1 . Mail-coach in a Flood. {After J. Pollard) . 171 22. Late for the Mail. {After G. Cooper Henderson, 1848) 183 23. The Short Stage. {After J. Pollard) . .191 24. William Chaplin. {From the Paintinij by Frederick Xewnham) . .197 25. The Canterbury and Dover Coach, 1830. {After G. S. Treguar) 201 26. James Nunn, Horse-buyer and Veterinary Surgeon TO William Chaplin. {After J. F. Hej'ring) . 205 27. William Augustus Chaplin . .211 28. The " Bedford Times," one of the last Coaches to " run, leaving the swan hotel," bedford. 2i9 29. FouR-iN-HAND. {After G. JI. Laporte) . 243 30. Sir St. Vincent Cotton ...... 249 31. The Consequence of being Drove by a Gentleman. {After U. Aiken) 255 32. Goldsworthy Gurney's London and Bath Steam- carriage, 1833. {After G. Morion) . .265 ;^;^. The Last Journey down the Road. {After J. L, Aijasse) . .275 List of iLLiisTKArioi^s hy 34. The Chesham Coach, 1796. {From the Fainting Cordery) .....•••• 283 " Defiance." {From 35. The Last of the Manchester a Lithoyraph) ..... 287 36. The Coachman, 1832. {After 11. Aiken) 293 37. The Driver, 1852. {After U. Aiken) 297 38. The Guard, 1832. {After II. Aiken) 303 39. The Guard, 1852. {After II. Aiken) 309 40. "All Eight!"—The Bath Mail taking up the Mail-bags. {From a contemporary Lithograph) 341 ILLUSTRATIONS IN TEXT PAGE Vignette {Title-page) List of Illustrations ....•••• ix Stage-coach and Mail in Days of Yore .... T Mail-coach Halfpenny issued by Williain Waterhouse 196 Benjamin Worthy llorne. ....'. 221 " " of the Cam- A View of the Telegraph : Dick Vanghan, bridge "Telegraph." {From an Ftching hy Robert Dighton, 1809) 301 A Stage-coaehruan's Epitaph at Haddiscoe 316 ST^^^ WM^ n^^ CHAPTER I THE LATER MAILS The Bristol Mail opened the mail-coach era hy ffoino; at eii^^ht miles an hour, but that was an altogether exceptional speed, and the average mail-coach journeys were not performed at a rate of more than seven miles an hour until long after the nineteenth century had dawned. In 1812, when Colonel Hawker travelled to Glasgow, it took the mail 57 hours' continuous unrelaxing effort to cover the 404 miles—three nights and two days' discomfort. By 1836 the distance had been reduced by eight miles, and the time to 42 hours. By 1838 it was 41 hours 17 minutes. Nowadays it can be done by quickest train in exactly eight hours ; the railway mileage 401^ miles. In 1812 it cost an inside passenger all the way to Glasgow, for fare alone, exclusive of tips to coachmen and guards, and the necessary expenditure for food and drink all those weary VOL. II. 1 1 2 STAG^-COACH AND MAIL IN DAYS OF YORE hours, no less than £10 8s. ; about Q>\d. a mile. To-day, £2 18s. franks you through, first-class ; or 33s. third—itself infinitely more luxurious than even the consecrated inside of a mail- coach. The mails starting from London were per- fection in coaches, harness and horses ; hut as the distance from the Metropolis increased so did the mails become more and more shabby. Hawker, travelling north, found them slow and slovenly, the harness generally second-hand, one horse in plated, another in brass harness ; and when they did have new (which, he tells us, was very seldom) it was put on like a labourer's leather breeches, and worn till it rotted, without ever being cleaned. Of course, very few people ever did, or could have had the endurance to, travel all that distance strais^ht awav, and so travel was further com- plicated, delayed, and rendered more costly by the halts necessary to recruit jaded nature. Hawker evidently did it in four stages : to Ferrybridge, 179 miles, where he rested the first night and picked up the next mail the following ; thence the 65 miles onward to Greta Bridge ; on again, 59 miles, to Carlisle ; and thence, finally, to Glasgow in another 101 miles. In his diary he gives " a table to show for how much a gentleman and his servant (the former inside, with 14 lb. of luggage ; the latter out- side, Avith 7 lb.) may go from London to Glasgow." THE LATER MAILS Self. £ s. Inside, to Ferrybridge . „ „ Greta Bridge „ „ Carlisle „ „ Glasgow Servant. Outside, to Ferrybridge „ „ Greta Bridge „ „ Carlisle „ „ Glasgow . Tips. Inside, 6 long-stage coachmen @ 2s. „ 12 short-stage coachmen @ Is. „ 7 guards @ 2s. each . Outside, for man, @ half price above Total . 4 STAGE-COACH AND MAIL IN DA YS OF YORE roads, but only to see that the old ones Avere maintained; hut in the case of Glasgow, to whose merchants a direct service meant much, the Corporation, the Chamber of Commerce, and individual persons contributed large sums for the improvement of the existing road between that city and Carlisle, and a Turnpike Trust was formed for one especial section, where the road was entirely reconstructed. These districts were wholly outside GlasgoAv's sphere of respon- sibilities, but all this money was expended for the purpose of obtaining a direct mail through Carlisle, instead of the old indirect one through Edinburgh ; and aaIicu obtained, of retaining it in face of the continued threats of the Post Office to take it off unless the road was still further improved. It certainly does not seem to have been a remarkably good road, even after these improvements, for Colonel Hawker, travelling it in 1812, describes it as being mended with large soft quarry-stones, at first like brickbats and afterwards like sand. But the subscril)ers who had expended so much were naturally indignant. They pointed out that the district was a wild and difficult one and the Trust poor, in consequence of the sparse traffic. The stage-coaches, they said, had in some instances been withdrawn because they could not hold their own against the competition of the mail, and the Trust losttlu^ tolls in con- sequence ; while the mail, going toll-free and wearing the road down, contributed nothing to THE LATER MAILS 5 the upkeep. They urged that the mail should at least pay toll, and in this they were supported hy every other Turnpike Trust.
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