Her Majesty's Mails

of the early post-reformers rose into notice. To give anything approaching to a proper account of the eminent services that Palmer rendered towards the development

satisfy the enterprising merchants of Lancashire and Yorkshire. So early as 1754, a company of merchants in Manchester started a new vehicle, called the "Flying Coach," which seems to have owed its designation to the fact that the proprietors contemplated an acceleration in the speed of the new conveyance to four or five miles an hour. It started with the following remarkable prospectus:-"However incredible it may appear, this coach will actually (barring accidents) arrive in London in four days and a half after leaving Manchester." In the same year a new coach was brought out in Edinburgh, but the speed at which it travelled was no improvement on the old rate. It was of better appearance, however; and the announcement heralding its introduction to the Edinburgh public sought for it general support on

Mr. Palmer was, in 1784, the manager of the Bath and Bristol theatres. He seems to have known Mr. Allen, and to have been fully acquainted with his fortunate Post-Office speculations. In this way, to some extent, but much more, doubtless, through his public capacity as manager of two large theatres, he became acquainted with the crude pos

harged for a post-letter. Robberies of the mails were so frequent, that even to adopt the precaution recommended by the Post-Office authorities, and send valuable remittances such as a bank note, bills of exchange, &c. at twice, was a source of endless trouble and annoyance, if it did not prove entirely ineffective. Who can wonder at the Post-Office robberies when the carelessness and incompetency of the servants of the Post-Office were taken into account? A curious robbery of the Portsmouth mail in 1757 illustrates the careless manner in which the duty was done. The boy who carried the mail had dismounted at Hammersmith, about three miles from Hyde Park Corner, and called for beer, when some thieves took the opportunity to cut the mail-bags from off the horse's crupper, and got

d not the stage-coach, well protected by armed guards, under certain conditions to be specified, carry the mail-bags?" Though by no means the only recommendation which Mr. Palmer made to the Prime Minister, this substitution of a string of mail-coaches for the "worn-out hacks" was the leading feature of his plans. Evincing a thorough knowledge of his subject (however he may have attained that knowledge), and devised with great skill, the measures he proposed promised to advance the postal communication to as high a pitch of excellence as was possible. To lend to the scheme the prospect of financial success, he laboured to show that his proposals, if adopted, would secure a larger revenue to the Post-Office than it had ever yet yielded; whilst, as far as the public were concerned, it was evident that they would gladly pay higher for a service which was performed so much more efficiently. Mr. Pitt, who always lent a ready ear to proposals which would have the effect of increasing the revenue, saw and acknowledged the merits of the scheme very early. But, first of all, the Post-Office officials must be consulted; and from accounts[55] which survive, we learn how bitterly they resented proposals not coming from themselves. They made many and vehement objections to the sweeping changes which Palmer's plans would necessitate. "The oldest and ablest officers in the se

ost-Office was already perfect in their eyes. It was, at least, "almost as perfect as it can be, without exhausting the revenue arising therefrom." They could not help, therefore, making a united stand against any such new-fangled scheme, which they predict "will fling the commercial correspondence of the country into the utmost confusion, and which will justly raise su

d, to give time to transact the necessary business of sorting the letters. Mr. Draper said that half an hour was not enough, as was well enough known to persons at all conversant with Post-Office business. Living in this age of railways and steam, we have just reason to smile at such objections. Then, as to the appointment of mail-guards, Mr. Palmer might, but Mr. Hodgson could, see no security, though he could see endless trouble, expense, and annoyance in such a provision. "The man would doubtless have to be waited for at every alehouse the coach passed." He might have added that such had been the experience with the post-boys under the régime which he was endeavouring to perpetuate. Mr. Palmer stipulated, that the mail-guards should in all cases be well armed and accoutred, and such officers "as could be depended upon as trustworthy." But the Post-Office gentlemen objected e

might, to some extent, be delivered simultaneously. Again: instead of leaving London at all hours of the night, he suggested that all the coaches for the different roads should leave the General Post-Office at the same time; and thus it was that Palmer established wh

e plan should be tried, and a trial and complete success was the result. On the 24th of July, 1784, the Post-Office Secretary (Mr. Anthony Todd) issued the following order:-"His Majesty's Postmasters-General, being inclined to make an experiment for the more expeditious conveyance of mails of letters by stage-coaches, machines, &c., have been pleased to order that a trial shall be made upon the road between London and Bristol, to commence at each place on Monday, the 2d

eft London at eight in the morning, reaching Bristol about eleven the same night. The distance between London and Bath was accomplished

nged that his salary should be 1,500l. a-year, together with a commission of two and a half per cent. upon any excess of

was the improvement in security and speed, that, for once, the additions to the charges were borne ungrudgingly. Coaches were applied for without loss of time by the municipalities of many of our largest towns,[59] and when they wer

When goaded and tormented by them, he fell into their snares, and attempted to carry his measures by indirect means. In 1792, when his plans had been in operation about eight years, and were beginning to show every element of success, it was deemed desirable that he should surrender his appointment. A pension of 3,000l. was granted to him in consideration of his valuable services. Subsequently he memorialized

n to the old system, Mr. Palmer's plans were fully adhered to until the fact of their success became patent to both the public and the official alike. In the first year of their introduction, the net revenue of the Post-Office was about 250,000l. Thirty years afterwards the proceeds had increased sixfold, to no less a sum than a million and a half sterling! Though, of course, this great increase is partly attributable to the increase of population, and the national advancement generally, it was primarily due to the greater speed, punctuality, and security which the new arrangements gave to the service. Whilst, financially, the issue was successful, the result, in other respects, was no less certain. In 1797, the greater part of the mails were conveyed in one-half of the time previously occu

however, that the changes, when applied to Ireland, did not conduce to the greater security of the mails. The first coach was introduced into Ireland in 1790, and placed on the Cork and Belfast roads, a few more foll

oth post- or cross-roads. Previously, all post-horses employed in the same service travelled free of toll. This Act told immediately in favour of the Post-Office to a greater extent than was imagined by its framers. Innkeepers, who, in En

had frequently to be again got over. Cross-roads in England were greatly neglected-so much so, in fact, that new mail-coaches which had been applied for and granted, were often enough waiting idle till the roads should be ready to receive them. The Highway Act of 1663, so far as the roads in remote districts were concerned, was completely in abeyance. Early in the century we find the subject frequently mentioned in Parliament. As the result of one discussion, it was decided that every inducement should be held out to the different trusts to make and repair the roads in their respective localities; while, on the other hand, the Postmaster-General was directed by the Government to indict all townships who neglected the duty imposed upon them. Under the Ac

last century, taken up between Edinburgh and Glasgow. In 1788, a direct mail-coach was put on between London and Glasgow, to go by what is known as the west coast route, via Carlisle.[64] The Glasgow merchants had long wished for such a communication, as much time was lost in going by way of Edinburgh. On the day on which the first mail-coach was expected, a vast number of them went along the road for several miles to welcome it, and then headed the procession into the city. To announce its arrival on subsequent occasions, a gun was fired. It was found a difficult task, however, to drive the coach, especially in winter, over the bleak and rugged hills of Dumfriesshire and Lanarkshire; the road, moreover, was hurriedly and badly made, and at times quite impassable. Robert Owen, travelling between his model village in Lanarkshire and England, tells us[65] that it often took him two days and three nights, incessant travelling, to get from Manchester to Glasgow in the coach, the greater part of the time being spent north of Carlisle. On the eastern side of the country, in the direct line between Edinburgh and London, a grand new road had been spoken of for many years. The most difficult part, viz. that between Edinburgh and Berwick, was begun at the beginning of the present century, and in 1824, a good road was finished and opened out as far south as Morpeth, in Northumberland. A continuation of the road from Morpeth to London being greatly needed, the Post-Office authorities engaged Mr. Telford, the eminent engineer, to make a survey of the road over the remaining distance. The survey lasted many years. A hundred miles of the new Great North Road, south of York, was laid out in a perf

ed; no material change took place in this respect up to the advent of railways. Early in the present century, it was deemed desirable that the mail-coaches should all be built and furnished on one plan. For a great number of years, the contract for building and repairing a sufficient number was given (without competition) to Mr. John Vidler. Though the Post-Office arranged for building the coaches, the mail contractors were required to pay for them; the reve

banker, for example, would trust him with untold wealth. Though he was paid only a nominal sum by the Post-Office authorities for his official services, he was yet enabled to make his position and place a lucrative one, by the help of the regular perquisites and other accidental windfalls which we need not further specify. Gathering en route scraps of local gossip and district intelligence, he was often "private," and sometimes "special," correspondent to scores of different people. The Muddleton Gazette, perhaps the only newspaper on his line of road, was submissively dependent upon him. More of him anon: here we would only add that he had special duties on special

e was almost the undisputed and peculiar property of the upper ten thousand. When there was good reason to suppose that any communication was on its way to some member of the commonalty, speculation would be eager among the knot of pers

ual celebration of his birthday to St. George's-day, April 23d. "According to custom," says he, "the mail-coaches went in procession from Millbank to Lombard Street. About twelve o'clock, the horses belonging to the different mails with entire new harness, and the postmen and postboys on horseback arrayed in their new scarlet coats and jackets, proceed from Lombard Street to Millbank and there dine; from thence, the procession being re-arranged, begins to march about five o'clock in the afternoon, headed by the general post letter-carriers on horseback. The coaches follow them, filled with the wives and children, friends and relations, of the guards or coachmen; whi

TNO

ne of these waggons a quarter of a mile before them, speedily overtook it, and, ascending by means of the usual ladder, "tumbled into the straw under the darkness of the tilt," amidst four passengers, two gentlemen and two ladies. When they arrived at the first inn Captain Weazel desired a room for himself and his lady, "with a separate supper;" but the impartial innkeeper replied he "had prepared victuals for the passengers in the waggon, without respect of persons." Stra

let me most seriously caution all travellers who may purpose to travel this terrible country to avoid it as they would the devil, for a thousand to one they will break their necks or their limbs by over-throws or breakings-down. They will here meet with ruts which actually measured four feet deep and floating with mud, and this only from a wet summer; what, therefore, must it be after a winter? The only mending whic

ditions of Edinbur

History of Lan

ck on Monday morning did not reach Worcester, Norwich, or Birmingham till the W

n 1797, on "Mr. Palmer's Agreement for the Reform and I

pointed to inquire into the sta

er succeeded in inaugurating. Though one prosecution for a single robbery cost the authorities no le

, in Fraser's Magaz

n thirty hours. At first these coaches were small vehicles, drawn by two horses, which were changed every six miles. They carried four passengers, besides the coachman and guard, both dressed in livery,

alarm and revolt. Vested interests indulged in the gloomiest forebodings on those who should thus knowingly spurn the way of Providence. Lord-Chancellor Campbell relates that he was frequently warned against trav

ring the year 1745, with but one letter for the British Linen Company. About the same time the Edinburgh mail

ng the different postmasters (who, up to the year 1830, had the conveyance of mails in their own hands, getting certain allowances for the service from Government, and then arranging for carriage in the cheapest way possible) to let him carry their mails. This he did at a cheap rate, stipulating, however, that he should not be required to run his cars at any inconvenient time for passenger traffic. On the amalgamation of the English and Irish Offices in 1830, Mr. Bianconi, who had now established a good reputation, entered into contracts with the general authorities to continue the work, though on a larger scale than ever, the extent of which may be judged by the fact that in 1848 he h

of his Time,

Office, that the sixth mail, which the Sunday regulations of the Edinburgh Office prevented being passed through that medium, might be sent by the mail-coach to Carlisle, while a supplementary coach should travel every sixth night between Carlisle and Glasgow. This was done, and the result was the saving of an entire day between London and Glasgow. The other mails continued, as usual, for

Owen. Written by h

Lives of th

] I

during the Thirty Year

d. vol.