The History of the Post Office Part 16

A few days later Palmer did that which should perhaps have been done before. He suspended Bonnor. The postmasters-general also took action, but at the very moment when it might have been better if they had remained pa.s.sive. They inquired the reason of Bonnor's suspension, and Palmer returned no reply. After waiting a week, the postmasters-general decided that, as no reason had been given, the suspension must be taken off; and Bonnor was directed to resume duty. On presenting himself for this purpose, however, Palmer refused to give up the key of his room, and sent him word that, if he dared to come to the Office again, the constables would have orders to turn him off the premises. The postmasters-general had put themselves in a false position. If their intention was to try conclusions with Palmer, they had selected the worst possible ground. Their only choice now was between submitting to defiance of their authority and supporting a worthless subordinate against his ill.u.s.trious chief. They elected the latter alternative; and the suspension which had been imposed upon Bonnor was transferred to Palmer.

An interview with the minister had now become indispensable; and at length, but not without a great deal of pressure, Pitt fixed the 2nd of May for the purpose. Chesterfield was at Bath, slowly recovering from an attack of the gout. He was reluctant to leave his colleague unsupported on the occasion; and yet for a man who was still far from well it was a long and tedious journey to London. Should he go or should he not? A decision could not be longer delayed, as the 1st of May had already arrived. He ordered horses to be put to his carriage, then he countermanded them, then he changed his mind again, and finally, in response to a sudden twinge of the gout, he finally abandoned his journey, and determined to write to Walsingham a letter such as he might shew.

Chesterfield, unlike Walsingham, wrote a beautiful hand, a hand that was clear and easy to read; but on this particular occasion, in order that Pitt might have no excuse for not reading the letter, he wrote more clearly and legibly than usual. He had--thus the letter ran--been in fifty minds whether he should not repair to London and take part in the interview with Pitt; but he was still so lame that he durst not venture on so long a journey. His desire to be present had not indeed been prompted by the slightest doubt as to what Walsingham would do or say.

On the contrary, he had the fullest confidence that his colleague would strictly adhere to the resolution which they had adopted, that on no consideration could Palmer remain with them at the Post Office. This resolution the experience which they had gained since his suspension had served to strengthen, for how much better and with how much greater regularity had they gone on since they had in fact as well as in name been postmasters-general. All this would doubtless be pressed upon Pitt, and, should he waver in the least, he must be informed of their ultimatum, which nothing could make them change. If, contrary to expectation, they should be driven to that option, they must be satisfied to retire from an office where they had done their duty and could do it no longer. To the full extent of the resolution they went hand in hand to Pitt, and this point could not be pressed upon him too strongly. Should he begin to propose any middle measures, Walsingham should stop him at once. It would be disgraceful to listen to them. "Our resolution once taken, no power, no persuasion, no influence ought to shake it, and I am confident nothing will."

Walsingham waited upon the minister at the appointed time. Pitt received him courteously indeed, but coldly. Walsingham stated his case. Pitt said little, but that little clearly shewed that his leanings were in Palmer's favour. Palmer had done good service to the public. Was it impossible that he should be restored to duty? Or, much having been alleged and nothing proved, might not a court of inquiry be held by which the questions at issue between him and his chiefs should undergo a thorough and impartial investigation? After these and other questions had been put and answered, Walsingham produced Chesterfield's letter.

Pitt read it from beginning to end, folded it up, and returned it.

Formal civilities followed, and the interview was at an end. That night a letter from Walsingham informed Chesterfield that a.s.suredly two persons would be dismissed from the Post Office, and that of these two persons Palmer would not be one.

The postmasters-general were in a state of sore perplexity. Of Pitt's intentions they entertained not the slightest doubt. "The Post Office chair," wrote Chesterfield, "totters under us"; and again, "I see that can the ingenuity of man detect a flaw in our proceedings, we are to be the victims." The doubt which the postmasters-general felt concerned their own conduct. Rightly or wrongly, they believed that they were powerful enough to depose the minister, and the question which now agitated their minds was whether they should have recourse to so violent a measure, or whether they should simply resign. Bonnor saved them from the necessity of coming to a conclusion on the point. This person had h.o.a.rded up the private correspondence which, during years of close intimacy and friendship, had pa.s.sed between himself and Palmer; and among the correspondence were many compromising letters. Such of these as he could readily lay his hands upon Bonnor, with incredible baseness, now carried to Walsingham, and Walsingham in an evil moment accepted them.

The temptation was no doubt strong. Even in the eyes of the postmasters-general themselves it was a comparatively small matter that they were on the point of losing their places. But it was by no means immaterial to them that they should appear to Pitt, as they were conscious of appearing at the present time, in the light of false accusers, persons who had brought false charges, or at all events charges which they could not substantiate; and these letters would prove all, and more than all, that had been alleged or even suspected. They laid bare the story of the King's coach. They shewed how on that occasion the contractor had been cajoled into making an exorbitant charge in order that Walsingham might be deterred from again interfering in what Palmer regarded as his own peculiar province. They shewed also how, from that time to the present, a deliberate plot had existed at headquarters to hinder and thwart Walsingham in everything he undertook.

And yet they were private letters, letters which had pa.s.sed under the seal of confidence. It is by no means the least strange part of a strange and painful business that it appears never to have crossed the mind of either Walsingham or Chesterfield that this was a cla.s.s of evidence which could not with propriety be used. Bonnor, not content with the letters he had already produced, searched his correspondence through from the time that he and Palmer became connected with the Post Office, and hailed any additional testimony he was able to collect against his former friend and benefactor with fiendish delight. He literally revelled in the shameless task he had set himself to perform.

Evidence-hunting he called it. "We shall not only prove all that has been a.s.serted," he wrote, "but a great deal more; and on the grand point of his premeditating a thorough and complete confusion in the business of the inland office, for the declared purpose of thereby disgracing the postmasters-general, I have proof that for strength and conviction no holy writ can exceed. But," he added, "I have a great deal to work up yet."

As soon as the unholy brief was completed, a second interview took place with the minister. Pitt appears again to have said little, even less than on the previous occasion. He had been deceived. The postmasters-general must take their own course. The rest is soon told.

Two official minutes were prepared, the one in Lombard Street and the other at Whitehall. By the postmaster-generals' minute Palmer, the insubordinate Post Office servant, was dismissed.[69] By the minister's minute Palmer, the distinguished Post Office reformer, was granted a pension equal to double the amount of his salary. His salary was 1500, and he derived another 1500 a year from his percentage. The pension which Pitt conferred upon him was 3000. To this was added later on, after an interval of many years, a Parliamentary grant of 50,000.

[69] Even in such a detail as the manner of dismissal, Pitt shewed his usual consideration for Palmer. By the minister's direction Palmer was not to be dismissed in so many words. The postmasters-general were simply to make out another nominal list of the establishment, and from this list Palmer's name was to be excluded.

Bonnor--we blush to record it--received as the reward of his infamy the place of comptroller of the inland department. His promotion brought him little pleasure. The Post Office servants, with all their faults, were loyal to the backbone, and they could ill understand being presided over by one who was branded with the foulest of all private vices, with treachery to a friend and ingrat.i.tude to a benefactor. His subordinates would hold no communication with him beyond what their strict duty required. His equals shunned him. Outside the Post Office, go where he would, he received the cold shoulder. Never was man left more severely alone. At the end of two years fresh postmasters-general came who, under the plea of abolishing his appointment, dismissed him with a small pension. Then he became insolvent, and was thrown into prison. Released from confinement at the end of the century, he published pamphlet after pamphlet, having for their object to vindicate what he was pleased to call his good name; but these vindications, though replete with professions of honour, proved nothing more than that the writer was a poltroon as well as a traitor.

CHAPTER XIII

THE NINETIES: OR, ONE HUNDRED YEARS AGO

The spirit of activity which Palmer had infused into the Post Office did not cease with the cessation of his official career. Those who served under him had been selected by himself; and they had been selected on account of qualities which the withdrawal of his dominating influence was calculated rather to stimulate than to check. These men now came to the fore, and not only ably sustained their late master's work but inaugurated important measures of their own.

But before proceeding to chronicle the acts of Palmer's successors, we propose to give a few particulars which will serve better perhaps than a mere record of leading events to shew the state of the Post Office at the time that Palmer left it; and in this relation the project with which his name is mainly identified shall have precedence.

In 1792 sixteen mail-coaches left London every day, and as many returned. These were in addition to the cross country mail-coaches, of which there were fifteen--as, for instance, the coach between Bristol and Oxford or, as it was commonly called, Mr. Pickwick's coach.[70]

Those leaving London started from the General Post Office in Lombard Street at eight o'clock in the evening, and they travelled every day, Sundays included.

[70] Later on, Mr. Pickwick would seem to have extended his operations.

"(Q.) Are you in the habit of working coaches to any great distance from London? (A.) I work them half-way to Bristol. With Mr. Pickwick of Bath I work to Newbury."--Evidence of Mr. William Home, taken on the 2nd of March 1819 before the Select Committee on the Highways of the Kingdom.

There is still extant at the Post Office in St. Martin's-le-Grand the model of an old mail-coach, as fresh and as perfect as the day it was painted. This model bears upon its panels four devices--one a cross with the motto, _Honi soit qui mal y pense_; another a thistle with the motto, _Nemo me impune lacessit_; a third a shamrock under a star, with the motto, _Quis separabit?_ (ah! who indeed?); and a fourth, three crowns with the motto, _Tria juncta in uno_. It is commonly reputed to be the model of the first mail-coach, and as such we have seen it represented in foreign publications. We feel constrained in the interests of truth to expose this fiction. The first mail-coach ran between Bristol and London. The model bears upon it the words, "Royal Mail from London to Liverpool." The first mail-coach carried no outside pa.s.sengers. The model has places for several pa.s.sengers outside. The first mail-coach began to run on Monday the 2nd of August 1784. On the model, below one of the devices, appears in small yet legible figures the date 1783. But although certainly not the model of the first mail-coach, we are by no means sure that it is not still more interesting. We have little doubt that it is a model which, before mail-coaches began to run, was prepared for Pitt's inspection.

In 1787, owing to the faulty construction of the original mail-coach and the wretched materials of which it was made, hardly a day pa.s.sed without one or more accidents. Occasionally, indeed, the Post Office would receive notice of as many as three and even four upsets or breakdowns in a single morning. Palmer at once discerned the origin of the disease and the remedy; and the latter he proceeded to apply with his usual resolution. Having satisfied himself that a patent coach which was being constructed at this time fulfilled the necessary conditions more completely than any other, he agreed with the patentee, one Besant by name, to supply whatever number of coaches might be required. It was a mere verbal agreement, an agreement confirmed by no writing of any kind; yet no sooner was it made than Palmer addressed a circular to all the contractors of the kingdom, reproaching them with the shameful condition of their coaches. This, he told them, was due to the miserable sums they gave to the coach-maker, sums so low as to oblige him to use the most worthless materials; and as to repairs, even if they made him an allowance for these, it was so inadequate to the continual mending which vehicles constructed of such materials required that he merely put in a clip or a bolt where the fracture might happen to be, and then returned them in as dangerous a condition as before. Such a state of things, Palmer continued, would no longer be tolerated, and, as fast as Besant could turn them out, the new patent coaches would be sent down to replace those that were now in use. For providing them and keeping them in thorough repair, for which of course the contractors had to pay, the patentee's terms would be five farthings a mile or 2-1/2d. a mile out and in. After this summary fashion did Palmer clear the country of the mail-coaches of original construction.

In 1792 the only mail-coaches on the road were those supplied by Besant.

They were constructed to carry five pa.s.sengers, four inside and one out.

The coachman was not a Post Office servant; yet he, like the mail guard, was provided with uniform. The mail guard carried firearms. He carried also a timepiece; and this timepiece was regulated to gain about fifteen minutes in twenty-four hours, so that, when travelling eastwards, it might accord with real time. Of course, in the opposite direction, a corresponding allowance was made. The mail guard's position was one of no little responsibility. Not only were the mails under his personal charge, but he had to see that the coach kept time, that there was no undue delay for the purpose of obtaining refreshments, that the harness was in serviceable condition, and, generally, that matters along the road were conducted with order and propriety. If in any one or more of these respects there were any defect, it was the mail guard's duty to report the circ.u.mstance. Should the harness be reported as in had condition, and the contractors fail to replace it on demand, a new set was sent down from London at their expense; and should a coach persistently keep bad time, a superintendent from headquarters was deputed to travel by it until proper time was kept. This was equivalent to a heavy fine, as the superintendent travelled free, and for the seat he occupied a pa.s.senger would have been charged at the rate of 4d. a mile. The fees which at this time it was usual to pay to the mail guard and coachman were moderate enough, only 1s. apiece at the end of the "ground"; and if the "ground" was less than thirty miles, only 6d. Even at this rate the gentlemen of Devonshire bitterly complained that between Exeter and Taunton they had to pay two coachmen.

The chief superintendent of mail-coaches at this time was Thomas Hasker, a man whose heart and soul were in his duties. Hasker has left behind him copies of letters written by himself or by his instructions; and these letters, though expressed in homely language, throw such a flood of light upon the ways of the road a century ago that we make no apology for quoting from them. "The Bristol coach," he writes to the postmaster of Marlborough, "is the fastest in the kingdom, and you must not detain it for the coach from Bath." Again, to the postmaster of Ipswich he writes, "Tell Mr. Foster to get fresh horses immediately, and that I must see him in town next Monday. Shameful work--three hours and twenty-two minutes coming over his eighteen miles." The Dover coach had long been keeping bad time. "I must beg you to attend to this directly,"

writes Hasker to the contractors, "or we shall be obliged to put three fresh guards on the coach, and keep a superintendent constantly up and down till time is kept." The contractors for another coach had failed to replace their harness when desired, and a set had been sent down from London. "The harness," writes the indefatigable superintendent, "cost fourteen guineas, but as it had been used a few times with the King's royal Weymouth [coach], you will be charged only twelve, which sum please to remit to me." Thanks to the widening of the roads, it is only in thoroughfares more or less crowded that the device can now be practised to which the following refers: "Your coachman, Pickard, lost thirty-seven minutes last night coming up, and by so doing he always hinders the Manchester coach; he leaving Leicester first keeps on before, and prevents the other coach from pa.s.sing. This is the case every night that Pickard comes up."

But it is the instructions to the mail guards which bring home to us most vividly the ways of the road a hundred years ago. Thus, to the mail guards on the Exeter coach: "You are not to stop at any place whatever to leave any letters at, but to blow your horn to give the people notice that you have got letters for them; therefore, if they do not choose to come out to receive them, don't you get down from your d.i.c.ky, but take them on to Exeter and bring them back with you on your next journey."

And again to the mail guards on another coach: "If the coachman go into a public-house to drink, don't you go with him and make the stop longer, but hurry him out." This hurrying out had sometimes to be applied to pa.s.sengers, and not always with success. "Sir," writes Hasker to a mail guard who had complained of the futility of his efforts in this direction, "stick to your bill, and never mind what pa.s.sengers say respecting waiting overtime. Is it not the fault of the landlord to keep them so long? Some day when you have waited a considerable time (suppose five or eight minutes longer than is allowed by the bill), drive away and leave them behind. Only take care that you have witness that you called them out two or three times. Then let them get forward how they can. Let the innkeeper [of the house] where they dine know that you have received this letter."

While thus urged to correct others, the mail guards had sometimes to be corrected themselves. Fines ranging from 2s. 6d. to 5s. were imposed for omitting to date the timetable or for dating it wrongly; and on one occasion an unfortunate guard was fined as much as one guinea because some bags for which he should have called at the Stafford Post Office were left behind. Also to delegate one's duties was strictly prohibited.

"It has been reported to Mr. Hasker," writes Hasker's lieutenant, "that you send your mail to the Post Office by the person called Boots, and do not go with it yourself. You have been wrote to two or three times before on this subject. Therefore, if the irregularity be repeated, you will certainly be discharged." Occasionally advantage would be taken of a complaint to read a lesson to the complainant. A mail guard had been reported for impertinence by certain contractors who were notorious for the indifferent lights with which they supplied their coach. After replying that he had been severely rebuked for his conduct, Hasker slily adds, "but perhaps something may be said for the feelings of a guard that hears the continual complaints of pa.s.sengers against bad lights and the disagreeable smell of stinking oil, especially when through such things the pa.s.sengers withhold the gratuity which the guards expect."

On the part of the mail guards, however, the commonest irregularity, and the irregularity most difficult to check, was the carrying of parcels and of pa.s.sengers in excess of the prescribed number. "In consequence"--so runs a general order which was issued about this time--"of several of the mail guards having been detected in carrying meat and vegetables in their mail-box to the amount of 150 pounds weight at a time, the superintendents are desired to take opportunities to meet the coaches in their district at places where they are least expected, and to search the boxes to remedy this evil, which is carried to too great a length. The superintendents," the order proceeds, "will please to observe that Mr. Hasker does not wish to be too hard on the guards.

Such a thing as a joint of meat or a couple of fowls or any other article for their own family in moderation he does not wish to debar them from the privilege of carrying." Truth compels us to add that at the time to which we refer it was not only meat and vegetables that the mail guards carried. They carried also game. In later years the country gentleman was probably the mail guards' best friend, but at the end of the last century he did not hesitate to charge them with being in league with poachers, and not infrequently threatened prosecution. The mail-box indeed was admirably adapted to purposes of secretion. Occupying a part of the s.p.a.ce which even in these early days was known as the boot, it opened not, as the boot opened, from behind but from the top, immediately under the mail guard's feet; and no one but himself had access to it. Constant were the injunctions to the superintendents to meet the coaches at unexpected places for the purpose of search.

"Search," writes Hasker, "as many mail-boxes as you can, and take away all game not directed and anything else beyond a joint for the guard's family, and send it to the chief magistrate to be disposed of for the benefit of the poor of the parish." The temptation to carry an extra pa.s.senger or two was even greater than to carry parcels. What degree of indulgence was shewn to this form of irregularity appears to have depended upon the part of the coach in which the extra seat was provided. To be detected in carrying a pa.s.senger on the mail-box was certain dismissal.

Although it is not our intention to treat of mail-coaches otherwise than as vehicles for the transmission of letters, it may perhaps be permitted to us to pause here a moment and inquire where, at the end of the last century, the pa.s.sengers' luggage can have been stowed. Of the boot a part, as we have seen, was given up to the mail-box; and the roof, upon which, within our own recollection, the luggage would be piled to nearly half the height of the coach itself, was forbidden, or almost forbidden, ground. "To load the roof of the coach," writes Hasker, "with large heavy baskets would not only be setting a bad example to other coaches, but in a very short time no pa.s.senger would travel with it." "Such a thing," he adds, "as a turtle tied on the roof directed to any gentleman once or twice a year might pa.s.s unnoticed, but for a constancy cannot be suffered." This objection to a load on the roof appears to have been common to the Sovereign and the subject. In 1796 the Court proceeded to Weymouth; and, as usual, a royal mail was in attendance. The King, who took the liveliest interest in the performances of this coach, and examined the way-bill daily, discountenanced roof-loads. The royal injunctions on this head Hasker, who was a plain-spoken man and no courtier, conveyed to, his subordinates thus: "Take care not to load the royal mail too high, and when any of His Majesty's servants travel by it do not load the roof upward, as you know he ordered that no luggage should be put on the top when his servants rode, and, indeed, at all times. Now upwards [_i.e._ on return from Weymouth to Windsor] there can be no occasion, for there are waggons and other conveyances to bring the luggage up." The possible use of waggons and other conveyances notwithstanding, we cannot help thinking that the traveller by coach of a hundred years ago must have been content with a far smaller quant.i.ty of luggage than would satisfy the traveller of to-day.

That the roof of the coach, whether loaded or not, had its drawbacks for travellers is sufficiently evident from Hasker's correspondence. "The York coachman and guard," he writes after a spell of bad weather which had rotted the roads, "were both chucked from their seats going down to Huntingdon last journey, and coming up the guard is lost this morning, supposed from the same cause, as the pa.s.sengers say he was blowing his horn just before they missed him."

The King's interest in his mail-coach was not confined to the inspection of the way-bill. It was usual, before the Court repaired to Weymouth, for the coach to make a certain number of trial trips, and the King would go to the castle gates to see it pa.s.s. "His Majesty," writes Hasker, under date the 12th of August 1794, "came down to the park gate to see the mail-coach the first and second day, and told me he was much pleased to see it so well done and regular, and that he was glad Mr.

White did not work it." Mr. White had worked it on a previous occasion, and had not given satisfaction. At the end of each season the King gave still more practical proof of the interest he took in his coach by sending thirty guineas for distribution among the mail guards and coachmen.

But, gratified as Hasker must have been by these marks of royal condescension, there was one thing which, with his concurrence, even the King should not do, and that was, detain the mail. Owing to the letters from the Court being late, the coach, on several successive days, had not started from Weymouth until after the appointed hour. Chesterfield was the minister in attendance, and Hasker addressed to him a letter of respectful remonstrance. Of course he did not know, he said, whether the mail had been detained by His Majesty or by His Majesty's postmaster-general; but in either case he prayed it might be considered how bad an example it was, and what disorder was being introduced into the service. According to present arrangements, the coach should leave Weymouth at four in the afternoon. It might be appointed to leave at five or even six if desired, and yet reach London on the following day in time for the last delivery; but whatever hour might be fixed, he adjured his Lordship that it might be observed.

How completely the mail-coach had by this time extinguished the express may be judged from the following instruction to the packet agent at Yarmouth:[71] "You will observe the reason why you keep the mail to send by the mail-coach is that, tho' you detain it four or five hours, it arrives as soon at the General Post Office as if sent by express, for the coach travels in sixteen or seventeen hours, and the express in not less than twenty or twenty-one, sometimes more." Nor is it less interesting to note the change of sentiment which had recently taken place as to the importance of despatch. Only a few years before, as we have seen, the inhabitants of Shrewsbury had been informed that it could be of no consequence whether their letters arrived four or five hours sooner or later. Now, in order to accelerate the letters contained in a single bag, no expense is to be spared. "If," the same instruction continues, "any mail arrives within an hour after the mail-coach is gone, perhaps a post-chaise and four might catch it at Ipswich."

[71] The packet agency had been removed from Harwich to Yarmouth during the war. Yarmouth, by road, is 124 miles from London.

But, to quit details, the broad results were these. Palmer, when introducing his plan, had promised security and despatch; but not economy. On the contrary, he had made no secret of his opinion that the use of mail-coaches would involve a considerable increase of expense.

The result was a surprise even to himself. Before 1784 the annual allowance for carrying the mails ranged from 4 to 8 a mile, 8 being paid where the mails were heavy--as, for instance, on the Great North Road from London as far as Tuxford. In 1792 the terms on which the mails were carried were exemption from tolls and 1d. a mile each way, or an annual allowance of a little more than 3 a mile. Palmer had estimated the total cost of his plan at 30,000 a year. The actual cost only slightly exceeded 12,000.

Hardly less reason had he to congratulate himself on the score of security and despatch. Before 1784 scarcely a week pa.s.sed without the mails on one road or another being robbed. So great had the scandal become that the Post Office built a model cart--a cart wholly constructed of iron and reputed to be robber-proof. This cart had not long begun to run before it was stopped by highwaymen and rifled of its contents. In 1792 eight years had pa.s.sed since the introduction of Palmer's plan; and during this period not a single mail-coach had been either stopped or robbed. This immunity from robbery was in more ways than one equivalent to a further saving. Before 1784 heavy expenses were incurred annually for prosecutions. One trial alone, a trial which made no little noise at the time, namely that of the brothers Weston, cost no less than 4000. This source of expense had now, of course, disappeared.

As regards despatch, before 1784 the post travelled between five and six miles an hour. In 1792 the mail-coaches were travelling about seven miles an hour. Telford had not yet levelled the hills nor Macadam paved the roads; and rollers were unknown. A speed of seven miles an hour at the end of the last century was probably far more trying to horses than a speed of ten miles an hour later on.

It would be beyond our province to inquire--interesting as the inquiry would be--to what extent the exchange of commodities between town and town dates from the introduction of mail-coaches; and whether it was not at this period that, with some noted exceptions, the local repute which certain towns enjoyed for the manufacture of particular articles began to spread. Ours is a humbler purpose; or we might be tempted even to contend that Palmer's plan, by the facilities it afforded for intercourse, exercised an influence--slow it may be, but none the less sure--upon the habits and condition of the people.

We will ill.u.s.trate our meaning. Before the introduction of mail-coaches in 1784 the town of Penzance in Cornwall was not indeed without a post; but the post it possessed was hardly worthy of the name. In 1790 letters were conveyed there by cart from Falmouth regularly six days a week.

Now, of the condition of Penzance not many years before the earlier of these two dates we are informed on unimpeachable authority. "I have heard my mother relate," writes Sir Humphry Davy's brother and biographer, "that when she was a girl[72] there was only one cart in the town of Penzance, and that if a carriage occasionally appeared in the streets it attracted universal attention. Pack-horses were then in general use for conveying merchandise, and the prevailing manner of travelling was on horseback. At that period the luxuries of furniture and living enjoyed by people of the middle cla.s.s at the present time were confined almost entirely to the great and wealthy; in the same town, where the population was about 2000 persons, there was only one carpet, the floors of rooms were sprinkled with sea-sand, and there was not a single silver fork. The only newspaper which then circulated in the west of England was the _Sherborne Mercury_, and it was carried through the country not by the post but by a man on horseback specially employed in distributing it." Penzance can never be otherwise than a most interesting town; but one finds it difficult to believe that, after being brought into communication with the outside world on six days of the week, it can long have retained its pristine charm and simplicity.

[72] Mrs. Davy was born in 1760.

Let us now see what, at the time of Palmer's retirement, was the condition of the country Post Offices. Bristol, after long ranking next to London in wealth and population, had yielded place to other towns.

Foremost among these stood Manchester. Manchester, following suit to the capital, had recently numbered its streets; it was publishing local directories; and it enjoyed the reputation of being, the capital itself not excepted, the dearest town in the kingdom. At the present time the Post Office at Manchester gives employment to about 1400 persons. In 1792, with the exception of a single letter-carrier, the whole of the Post Office business there was conducted by an aged widow a.s.sisted by her daughter. Dame Willatt had recently achieved some little local notoriety. She had, as an inducement to persons to post early, imposed a late-letter fee. For this proceeding, not at that time uncommon and not disapproved at headquarters, she had been summoned to the Court of the Lord of the Manor, and had been cast in damages.

Bath enjoyed a double distinction, a distinction due less probably to its population as compared with that of other towns than to the fact that, being Palmer's native place, it was constantly under his eye as it had been under the eye of Ralph Allen before. This highly-favoured town was, outside London, the only one in the kingdom which could boast of what, with any regard to the meaning of words, could be dignified by the name of a Post Office Establishment; and the postmaster's salary was in excess of that which any other postmaster received. This salary was 150 a year, and the establishment, over which Ralph Allen's successor presided, consisted of one clerk and three letter-carriers.

No other town had more than one letter-carrier; and many towns had not even this. Whether the accommodation was provided or not appears to have depended less upon the necessities of the place than upon the disposition of the inhabitants. Thus, the little towns of Sandwich in Kent and Hungerford in Berkshire, in recognition of the gallant conflict they had waged with the authorities, had each a letter-carrier of its own, while Norwich, York, Derby, Newcastle, and Plymouth had none.

Besides Bath only four towns received an allowance for a clerk or a.s.sistant, namely Manchester, Norwich, York, and Leeds. Elsewhere the postmaster and a letter-carrier, if letter-carrier there was, were the sole Post Office representatives.

At Bristol the postmaster's salary was 140,--the next highest after that given at Bath. At Liverpool, Manchester, Birmingham, and Chester the salary was 100; at Exeter, York, Newcastle, Leeds, and Plymouth 80; at Sheffield 60, to which amount it had been recently raised from 50; at Derby, Carlisle, and Gloucester 40; at Brighton and Nottingham 30; at Leicester 25; and at Southampton 20. At Tunbridge the postmaster, in addition to a salary of 20, received an allowance of equal amount for keeping an office at Tunbridge Wells. Ripon, despite the rebuke it had received in 1713 for its audacity in asking for a Post Office, had now been accommodated with one. At Chepstow pence were still being paid on the delivery of letters, not because the inhabitants had not discovered their rights but out of consideration to the aged postmistress, whose emoluments they were unwilling to diminish.