The Bristol Royal Mail Part 2

According to the _Bristol Directory_ for 1811, the "Bush Tavern" office in Corn Street, conducted by John Townsend, played an important part in the mail coach system of the country. Its announcement ran thus: "Royal mail coach to London at 4.0 every afternoon; comes in at half-past 11 every morning. 'Loyal Volunteer' to London at 12.0 every day. Royal mail coach to Newport, Cardiff, Cowbridge, Neath, Swansea, and Carmarthen every day on the arrival of the London mail. Royal mail coach through Newport, Cardiff, Cowbridge, Swansea, Carmarthen, to Haverford-west and Milford Haven every Monday, Tuesday, Thursday, and Sat.u.r.day on the arrival of the London mail. The 'Cambrian,' a light post coach, the same route as the mail, to Swansea every Monday, Wednesday, and Friday morning at 6 o'clock; returns every Tuesday, Thursday, and Sat.u.r.day evenings.

"Royal mail coach to Birmingham through Gloster, Tewkesbury, Worcester and Bromsgrove every evening at 7.0; comes in every morning at 6.0. A post coach to Birmingham every day. Royal mail coach through Bath to Tetbury, Cirencester, and Oxford, every morning at quarter-past 7, comes in at 6.0 every evening. Royal mail coach through Bath, Warminster, and Salisbury to Southampton and Portsmouth at 3.0 every day; comes in at 10.0 in the morning. Coach to Salisbury, Romsey, Southampton, and Gosport every day at 5.0 (Sat.u.r.days excepted), comes in at half-past 10.0 at night. Exeter, _Original_ 'Duke of York' coach, through Bridgwater, Taunton, Wellington, and Cullompton every Tuesday, Thursday."

In 1813 the London to Bristol mail coach was robbed of the Bankers'

parcel, value 2,000 or upwards. This was made known in the form of a warning to the mail guards who travelled in charge of the Post Office bags. When in 1813-14 the great frost occurred, the Bristol mail coaches were obstructed by the heavy snowdrifts on the roads, and they came in day after day drawn by six horses each when they could struggle into the City.

The literature of the period yields nothing of interest again for some time.

The "Bristol Guide" in 1815 stated that--"Bristow is the richest city of almost all the cities of this country, receiving merchandize from neighbouring and foreign places with the ships under sail." And again, "Bristow is full of ships from Ireland, Norway and every part of Europe, which brought hither great commerce and large foreign wealth." There was no mention of their carrying mails.

The year 1818 is memorable in postal annals as that in which John Palmer died. His decease took place at Brighton, but not before he had lived long enough to see mail coaches splendidly turned out. Palmer, on the conclusion of his connection with the Post Office, was awarded a pension of 3,000 a year, equal to his full salary, which sum he declared did not represent the amount of his salary and emoluments. Further difficulties ensued, and his son, Colonel Palmer, fought his father's battles right manfully in the House, and eventually, in 1813, the Government gave John Palmer a sum of 50,000.

In recognition of Palmer's great invention, the Chamber of Commerce of Glasgow not only made him an honorary member, but voted him fifty guineas for a piece of plate. The fifty guineas was spent on a silver cup, which bore the following inscription:--

TO JOHN PALMER, ESQ., SURVEYOR AND COMPTROLLER-GENERAL OF THE POSTS OF GREAT BRITAIN, FROM THE CHAMBER OF COMMERCE AND MANUFACTURERS IN THE CITY OF GLASGOW, AS AN ACKNOWLEDGMENT OF THE BENEFITS RESULTING FROM HIS PLAN TO THE TRADE AND COMMERCE OF THIS KINGDOM, 1789.

[Ill.u.s.tration: TO JOHN PALMER, ESQ., SURVEYOR AND COMPTROLLER-GENERAL OF THE POST OFFICE THIS PLATE OF THE MAIL COACH IS RESPECTFULLY INSCRIBED BY HIS OBEDIENT HUMBLE SERVANT, JAMES FITTLER.]

CHAPTER III.

1819 ONWARDS.

CHAMBER OF COMMERCE INTERVENES IN MAIL AFFAIRS. OLD MAIL GUARDS.

A new coach, from "The Bush Hotel" to Exeter, was put on the road on the 6th of April, 1819, the time allowed for the journey--74-3/4 miles--being fourteen hours--less than 5-1/2 miles an hour. In June, 1820 a new coach started for Manchester, performing the journey in two days, the intervening night being spent at Birmingham. To accomplish the first half of the task, the vehicle left Bristol at half-past 8 in the morning and reached Birmingham--85-1/2 miles--in thirteen hours. An advertis.e.m.e.nt, published in December, 1821, headed "Speed Increased,"

informed the public that the "Regulator" coach left London daily at 5 a.m. and arrived at the "White Hart," Bristol, at five minutes before 9 at night, the speed being barely seven miles an hour.

No fewer than twenty-two coaches were by this time utilised daily between this city and London. The start of the West Country mail coaches from Piccadilly at this period was an interesting sight. The continued wretched condition of the highways was not conducive to quick travelling; but in about 1825 matters were improved in that respect in our district by Mr. John Loudon MacAdam, who studied and practised road-making. Mr. MacAdam was general surveyor of Bristol turnpike roads, and although he found the trustees' funds only one remove from bankruptcy and their roads almost impa.s.sable, he succeeded so well that the finances flourished, and his highways became an object lesson to the world. Mr. Latimer, the Bristol historian, mentions that although MacAdam was shabbily treated by members of the old unreformed Corporation, and had many opponents, Bristol deserves the credit of being the first to appreciate the value of his labours, which were recognised later by a Parliamentary grant. He left Bristol for London, and died in 1836; but his son became surveyor of the Bristol roads, and continued to hold the appointment till his death in 1857.

[Ill.u.s.tration: THE WEST COUNTRY MAIL COACHES ABOUT TO LEAVE PICCADILLY WITH "GO CART," BRINGING UP LATE MAILS FROM THE G.P.O.]

The _Gentlemen's Magazine_, November, 1827, announced: "A Steam Coach Company are now making arrangements for stopping places on the line of road, between London, Bath and Bristol, which will occur every six or seven miles, where fresh fuel and water are to be supplied. There are fifteen coaches built." The Turnpike Trustees, who imposed extraordinary tolls on steam carriages, frustrated this scheme; but the threatened compet.i.tion stirred up the coach proprietors, who increased the speed of their vehicles from the jog-trot of six or seven miles an hour, although not to such an extent as desired by the Bristol Chamber of Commerce, which in this year made a suggestion to the Post Office for bringing the London mail to the city in twelve hours. The Postmaster-General was also memorialised to accelerate the arrival of the West mail, so as to effect its delivery before the departure of the London mail,--a convenience of no little moment to the West India trade of the port, since it was thought that it would save one day in the conduct of business with the metropolis. At a general meeting in January, 1828, it was announced that the president had a conference on the subject with the leading officer of the Post Office Department, with the result that the latter proposed alterations which were carried out, and were held to be proofs of the Postmaster-General's disposition to consult the accommodation of the Bristol public. The former proposal was not adopted at the time, for at the Accession of his late Majesty King William IV. (1830) the London mail coach took 13 hours 37 minutes on its journey _via_ Reading. It departed at 8 p.m., reached Bath 8.11 a.m., and arrived in Bristol at 9.37 a.m., leaving again at 5.50 p.m. for the G.P.O. The Bristol and Brighton coach (138 miles) was bound to a speed of 10.4 miles per hour.

In January, 1830, there were further Post Office matters on the agenda of the Chamber of Commerce, for it was resolved--"That this meeting recommends to the Board the inst.i.tuting an enquiry into the exact distance between the Post Office of London and Bristol, with a view to ascertain whether the rate of postage at present demanded is correct."

The enquiry was prosecuted with vigour, for at the January annual meeting in the following year reference was made to the Turnpike Commissioners for the several districts on the line of road between London and Bristol having supplied a statement of the precise extent of ground over which the mail coach travelled, comprised in their respective trusts. In several instances measurements were expressly made. In the result it appeared that the route exceeded in distance 120 miles, and the Post Office Department was therefore ent.i.tled legally to obtain the rate of 10d. per letter as the amount fixed by the provisions of the Act of Parliament. It was thought by taking the route from Chippenham through Marshfield instead of Bath the distance would be considerably shorter, and consequently bring about a reduced rate of postage. It was reported in the next year (January, 1832) that the requisition for changing the route had been pursued, and the president held a conference with Sir F. Freeling on the subject; but though every due consideration was promised, the alteration had not yet been acceded to. There was the significant addition that the application would nevertheless be renewed. A new royal mail direct from Bristol to Liverpool was established in 1831, leaving the "White Lion," Broad Street, Bristol, at 5.0 p.m., reaching Liverpool at twenty minutes past 12 a.m. The new service was notified to Mr. Samuel Harford, the President of the Commerce Chamber, by Sir Francis Freeling, in the following terms:--

"G.P.O., _27th August, 1831_.

"SIR,--Having brought under consideration the memorial from the Board of Directors of the Chamber of Commerce of Bristol, and from the bankers, merchants, and other inhabitants of Liverpool, transmitted in your letter of the 2nd May last, I have the satisfaction to acquaint you that His Grace the Postmaster General (Duke of Richmond) has consented to try the experiment of a mail coach between those towns, through Chepstow, Hereford, and Monmouth, and I flatter myself that it may commence about the middle of next month.

"I have the honour to be, Sir, Your most obedient Servant, F. FREELING, Secretary.

"Samuel Harford, Esq."

In the next year the Chamber learnt with satisfaction that the direct Liverpool mail through Chepstow, Monmouth, Hereford, Shrewsbury and Chester, which was started as an experiment, had been continued, to the decided advantage of the public, particularly to all connected with the line of country through which it pa.s.sed. As compared with the former route, the saving of time was equal to one day; the rate of postage was likewise reduced. The starting and arriving were at the most convenient hours the distance and circ.u.mstances, with reference to the pa.s.sage of the two rivers, Severn and Medway, would permit. The coach had to run over the flat parts of the ground at a great pace, to make up for time lost at the hills. The contract time was 9 miles 2 furlongs in the hour.

One of the chief mail coaches in the kingdom in 1837 was the Bristol, Carmarthen and Milford (150 miles _via_ Pa.s.sage, one hour allowed for ferry), Cardiff and Swansea. Its down journey occupied 19 hours 38 minutes, and its up journey 20 hours.

The Liverpool and Milford mails were conveyed across the Severn at Aust Pa.s.sage, where the ferry had been located since the Lord Protector's time. A moderate expenditure on the piers at Aust Pa.s.sage, though little regarded by the citizens at the time the work was in progress, with the introduction there of a steam vessel, was one of the princ.i.p.al means of bringing about the establishment of the additional communication with the districts over the Severn, the uncertainty and inconvenience of crossing its estuary being then to a large extent removed.

Mr. Oliver Norris, now nearly 80 years of age, and who has lived in the district adjoining the Severn Tunnel from his boyhood, can call to mind the time when the Liverpool and Milford coaches were running. They had to make their way from Pilning through Northwick, up to the Old Pa.s.sage at Aust, and in rough weather the pa.s.sengers must have had a cold ride on the bleak river banks over which they had to journey. When the Bristol and South Wales Railway was opened in 1863, the Aust Pa.s.sage was abandoned, and the ferry steamers commenced to cross from the revived New (or Pilning) Pa.s.sage, to connect with the new train services at Portskewet. When the penny post was introduced, Mr. Morris says that as the coaches pa.s.sed through the villages the inhabitants in his district adopted a primitive way of posting their letters, which was to place the letter and penny in a cleft stick, and so hand up to the mail guard as the coach was driven by, and who, if the penny was not forthcoming, promptly threw the letter to the ground.

The mail coach system was attended with many adventures. Mr. Moses James n.o.bbs, the last of the mail coach guards, recounted in the history of his career how, in the winter of 1836, when guard of the Bristol to Portsmouth coach, there were terrible snow-storms towards Christmas time, and many parts of the country were completely blocked. After leaving Bristol one night at 7 p.m. all went well until the coach was nearing Salisbury, at about midnight. Snow had been falling gently for some time before, but after leaving Salisbury it came down so thick and lay so deep that the coach had to be brought to a standstill, and could proceed no further. Consequently n.o.bbs had to leave the coach and go on horseback to the next changing place, where he took a fresh horse and started for Southampton. There he procured a chaise and pair, and continued his journey to Portsmouth, arriving there about 6 p.m. the next day. He was then ordered to go back to Bristol. On reaching Southampton on his return journey the snow had got much deeper, and at Salisbury he found that the London mails had arrived, but could not go any further, the snow being so very deep. Not to be beaten, he took a horse out of the stable, slung the mail bags over his back, and pushed on for Bristol, where he arrived next day, after much wandering through fields, up and down lanes, and across country--all one dreary expanse of snow. By this time he was about ready for a rest. But there was no rest for him in Bristol, for he was ordered by the mail inspector to take the mails on to Birmingham, as there was no other mail guard available. At last he arrived at Birmingham, having been on duty for two nights and days continuously without taking his clothes off. For his exertions and perseverance in getting the mails through Mr. n.o.bbs received a special commendation from the Postmaster-General.

[Ill.u.s.tration: MOSES n.o.bBS.

THE LAST OF THE MAIL GUARDS.]

Mr. n.o.bbs tells that one night when the Bristol coach was between Bath and Warminster, two men jumped out of the hedge; one caught hold of the leaders, and the other the wheelers, and tried to stop the coach. The coachman, immediately whipped up the horses, and called out, "Look out!

we are going to be robbed!" Mr. n.o.bbs took the blunderbuss out of the arms case (which was a box just in front of the guard's seat); but, just as he did so, he saw the fellows making towards the hedge, and then lost sight of them altogether. To let them know that he was prepared, he fired off into the hedge. He didn't know whether he hit anything, but he heard no cries or groans. The recoil of the blunderbuss, however, nearly knocked him off his seat. The blunderbuss, he said, kicked like a mule.

It had no doubt been loaded to the muzzle, as was usual with those weapons. In the memorable storm of Christmas, 1836, alluded to by Mr.

n.o.bbs, the Bath and Bristol mail coach, due in London on Tuesday morning, was abandoned eighty miles from the metropolis, and the mails taken up in a post-chaise and four by the two guards, who reached St.

Martin's-le-Grand at 6.0 on the Wednesday morning. For seventeen miles of the distance the guards had from time to time to go across the fields to get past the deep snowdrifts.

In the annual procession of mail coaches round London, at the head thereof was "the oldest established mail,"--the Bristol mail, probably with Guard n.o.bbs in charge. Some twenty-seven to thirty coaches took part in the procession thus headed. The old mail guards had a literature of their own. As an example, one report on a guard's way-bill ran as follows (it was a note to account for loss of time on North Road):--"As we wos comin' over Brumsgroove Lickey won of the leaders fell, and wen we com to him he was ded."

One old fellow used to laugh, as the men said, down in his boots, or like a pump losing its water. Another used facetiously to say that he had better than a dozen children. "Oh, Mr. ----," said a barmaid to him one day, "what can you do with so many?" "Well, my dear," he replied, "you see I've got but two, and they be, you must confess, a good deal better than a dozen."

It is said that, with the exception of a single instance, no guard was ever convicted of a breach of trust while performing his duties.

In the year of Her Majesty's accession (1837) there were no fewer than twenty-seven coaches running daily between Bristol and London, and twenty-seven others pa.s.sed between this city and Bath every twenty-four hours. The times of the London coach were as follow: London depart 8.0 p.m., Bath 7.21 a.m., Bristol arrive 8.43 a.m., depart 6.15 p.m., arrive G.P.O. 6.58 a.m.,--a slight acceleration over 1830.

Where now is the fashionable roadside "Ostrich Inn" on Durdham Down of a century ago, approached by a rough and winding track from Black Boy Hill? At this inn the coaches called on their way to the Pa.s.sage. Where now are the old four-horsed coaches rattling up to "The Bush," "White Hart," and "White Lion" hostelries, and the old jolly dozen-caped coachmen and scarlet-liveried mail guards, with blunderbuss and horn?

Where now the Bath and Bristol mail pulling up at the roadside "King's Head Inn"? The inns are gone, the coaches gone, the jolly guards all gone too. What happiness their smiling faces brought to many who watched for their arrival by the mail coach from the West of England, and how gladdening the sight of their colonial mail bags to the merchants of the city and to the sailors' wives looking out anxiously for the monthly mail of those days! Though single-sheet letters cost 2s. 1d. each, what of that? Did they not contain accounts of sugar and rum cargoes, and of good news from absent ones. Letters were letters in those days, and not the notes and cards and "flimsies" of to-day.

[Ill.u.s.tration: ARRIVAL OF THE BATH AND BRISTOL MAIL COACH AT A ROADSIDE INN.]

CHAPTER IV.

VICTORIAN ERA, 1837-1899.

MAIL TRANSPORT BY RAILWAY.--TRAVELLING POST OFFICES.

Although the world's railway system was inaugurated by the opening of the Stockton and Darlington Railway in 1825, it was not until 1838 that any attempt was made by a great railway to open up the traffic to the West from the Metropolis. It was in that year that the Great Western Company made a line between Paddington and Maidenhead, and mails were sent by it. The section from Bristol to Bath was opened in the same year. _Woolmer's Gazette_ of January, 1840, speaks of the 9.0 a.m.

"Exquisite" coach for Bristol, Cheltenham, Birmingham, Manchester, and Liverpool, with part of the service by rail. Intermediate sections of the railway were completed from time to time, and, finally, on the 30th January, 1841, the Western line was opened throughout, and the coaches which had formed so striking a feature both of town and country life generally disappeared. One coach, however, obstinately held its ground in spite of the railway, and continued to carry pa.s.sengers from and to London and Bristol at the rate of 1d. per mile until October, 1843.

In consequence of the completion of the Great Western Railway to Bristol, extensive mail alterations had to be made, and they were commenced on the 30th July, 1841, affecting the whole district right through Somersetshire and Devonshire into Cornwall. Some towns were made post towns and others were reduced from the rank of post towns to that of sub-post offices. To meet the altered circ.u.mstances, revised sacking of bags had to be resorted to. The instructions given by the President to the staff in St. Martin's-le-Grand ended thus: