The King's Post Part 9

THE WHITE HART COACHING INN, BATH.]

Few people now bear in mind the great robbery of registered letters from the Hatton Garden Branch Post Office, London, in November, 1881, which was effected with skill and daring, and yet with simplicity as to method. At 5.0 p.m. on the eventful day the members of the staff were busily engaged, when, lo! the gas suddenly went out, and the office, which was full of people at the time, was left in darkness. The lady supervisor obtained matches, went to the bas.e.m.e.nt and there found that the gas had been turned off at the meter. When the gas had been turned on again and lighted, it was discovered that the registered letter bag, which had already been made up and was awaiting the call of the collecting postman, was missing. The bag contained 40 registered letters, and their value was estimated at from 80,000 to 100,000. In the many years which have elapsed since the great robbery no clue to the perpetrators of the daring deed has been discovered. No further attempts at such robberies took place for some time, but in the year 1888 several daring burglaries took place at post offices in London. The Smithfield Branch Post Office was the first broken into, the thieves staying in the office from Sat.u.r.day night to Sunday night. During that interval they removed the safe from under the counter, placed it in the Chief Officer's enclosure, broke it open and rifled the contents. Cash and stamps to the value of about 180 were stolen. In the autumn of the same year the Aldgate B.O. was burgled--a Sat.u.r.day night being chosen for the exploit. The manner in which the burglary was effected leaves little doubt that the depredation was committed by the same gang of thieves.

The safe was broken open, but in this case it was left under the counter, where it stood, and was there rifled of its contents. The interior of the office, including a part of the counter under which the safe stood, was fully visible from the outside, the woodwork in front of the office having been kept low for the purpose, and it was marvellous that the thieves were not detected, as a poor woman had just been murdered by "Jack the Ripper" within 200 yards, and the road in front of the post office was thronged with excited people. The thieves in this case got off with cash and stamps to the value of 328.

Later in the same year, the South Kensington Branch Post Office was entered by burglars under precisely similar circ.u.mstances. The thieves only obtained the small sum of 6, as, being disturbed, they decamped in haste, leaving behind them their tools and certain articles of clothing.

They had removed the safe, weighing 1-1/2 cwt., from the public office without being observed, although it was taken from a spot immediately in front of a large window, through which police and pa.s.sers-by could command full view of the office. The Westbourne Grove and Peckham Branch Post Offices were also burglariously entered in the same year. Although the burglars were not discovered in connection with these post office robberies, and none more daring of their kind have occurred since, they probably were imprisoned for some other misdemeanour. Was it--it may well be asked--this same gang of burglars released from durance vile who committed the post office robbery which in 1901 took place at Westbury-on-Trym, a suburb of Bristol, three miles distant from the city? For daring it might well have been they, as the following account will demonstrate.

The post office, be it said, was in the middle of the village and within 200 yards of the Gloucestershire Constabulary Depot, and actually within sight of it. It was during the early hours of the morning of the 18th October that the burglary took place. Not far from the post office building operations were being carried on, and from the houses in course of erection the thieves obtained a ladder and a wheelbarrow. Making their way to the side of the premises, one member of the gang, by means of the borrowed ladder effected an entrance through the fanlight over the postmen's room door, and marks of damp stockinged feet revealed the fact that they crept through a sliding window into the post office counter room, where the safe was located. The street door was then opened to their confederates, and the safe, weighing nearly 2 cwt., was carried to the barrow outside. The thieves retired to a partially completed dwelling for the purpose of examining the contents of the safe. They broke open the carpenter's locker, and many tools were subsequently found on the floor. These evidently had not a.s.sisted the gang to any great extent, as they found it necessary to use a heavy pickaxe. The noise they made seems to have aroused the inmates of the neighbouring houses, and it is said that one resident struck a light and actually saw them at work, but he concluded that they were merely doing something in connection with the extensive drainage alterations which had been in progress for many months. This light apparently disturbed the thieves, for they departed with their burden and the pickaxe and retraced their steps. Close to the Parish Inst.i.tute they managed, in spite of the darkness, to discover a gap in the hedge, and having forced the wheelbarrow through this, they left unmistakable traces of the route taken across the adjoining field.

[Ill.u.s.tration: THE OLD POST OFFICE, WESTBURY-ON-TRYM.]

Having wheeled the safe some 300 or 400 yards, and some 50 yards beyond the cottages in Canford Lane, they again brought the pickaxe into requisition, and some hours later a workman discovered the safe, with one end broken into dozens of pieces, lying near the hedge. He at once gave information to the police. It was afterwards found that, although the thieves had removed the paper money from the safe, they had thrown the postal orders, money order forms, stamps, licenses, etc., into a neighbouring field, where they were found strewn about in great disorder. The safe contained postal orders stamps, postcards, and cash of the total value of 315. Cash to the value of 25 was the extent of the thieves' booty, and they left behind them three 5 notes, half a sovereign, and two sixpences, which were found on the gra.s.s. As all the articles were dry, it was apparent that the robbery took place after 2 a.m., up to which time there had been rain. The officials at the office had begun their morning's work quite unconscious of what had happened, when Police Sergeant Greenslade appeared with the handle of the safe.

The fact of the officials not having been disturbed may be accounted for by the circ.u.mstance that blasting operations had been carried on at night in the immediate neighbourhood for some twelve months before. The sub-postmistress and her family, it appeared, did not retire to rest until very near midnight, and it is supposed that they were in their first heavy sleep, but it is a mystery why the dog, a sharp fox terrier, remained quiet.

The safe was kept in a prominent position in the shop--two people slept just over it--and the exterior of the shop was well lighted at night by a large public lamp. Sleeping in the house were several females and males, one of the latter being an ex-Sergeant-Major of Dragoons, 6 feet 2 inches in height and of great bodily strength. Next door lived a baker whose workman is about early in the morning, so it may be inferred that the burglars had no small amount of nerve. Within a week another robbery took place at a mansion within a mile of the post office. This occurred in the evening. Whether or not this second burglary was the work of the same gang which carried off the post office safe, there is similar evidence of most carefully laid plans and of intimate acquaintance with the house and the habits of its occupants.

Ere the excitement of these two burglaries had pa.s.sed off as a nine days' wonder, another robbery equally bold in character took place, and this time in the very centre of the city of Bristol, and in its most frequented thoroughfare. A jeweller's shop window was rifled at 6.0 a.m., at a time when the police were being relieved. The thieves got off with about 2,000 worth of rings, etc. These three burglaries in conjunction seem to indicate the work of one gang of professional burglars hailing probably from the Metropolis.

A little time later, a post office safe in the West End of London was rifled, the burglars discarding old methods of violence in breaking it open, and using a jet of oxyhydrogen flame to burn away a portion of the safe door!

CHAPTER XI.

MANCHESTER AND LIVERPOOL MAILS.--FROM COACH TO RAIL--THE WESTERN RAILROAD.--POST OFFICE ARBITRATION CASE.

When the construction of the Great Western Railway was in contemplation, the prospect of the Londoner being able to pay a morning visit to Bristol, in even four or five hours, was hailed with satisfaction, as will be gathered from the following article from _The Sun_ newspaper of March 26th, 1832:--

"RAILWAY FROM LONDON TO BRISTOL.--We understand that two civil engineers of eminence, Henry H. Price and Wm. Brunton, Esqrs., are busily occupied (under the auspices of some leading interests) in making the necessary surveys for the above important work. We hail with satisfaction the prospect of seeing the metropolis, ere long, thus closely approximated to the Bristol Channel and Western Seas, when four or five hours will enable us to pay a morning visit to Bristol. Nothing can tend more to increase and consolidate the power of the empire than to give the greatest possible facility of intercourse between its distant points.

When the London and Bristol railway shall be completed, it will be very possible, in connexion with the Irish steam-boats from the latter port, for cattle and other Irish produce to be conveyed to the London market within 32 hours from the time of shipment at Cork, Waterford, &c., and thus, at a cheap rate, will the London market be thrown immediately open to the Irish agriculturist; at the same time the London consumers will be benefited in proportion to the greater extent of country thrown open whence they may derive their supplies. Liverpool, we understand, imports above 7,000 head of live stock per week; much of which is conveyed to Manchester by the railway, and we may surely hope for a similar result to the metropolis, when the direct communication is opened with Ireland by similar means. In a political point of view, the importance of the great work in question is too obvious to require a moment's comment.

We need only state, that in case of emergency, four to five hours will be sufficient to convey any quant.i.ty of men or stores from our depots or a.r.s.enals near London to Bristol, whence they will be ready to embark for any point where they may be required, and we at once prove that railways, judiciously constructed across the country, may be made, not only the means of economy to the Government (smaller establishments being necessary), but that they tend more than anything else to concentrate and consolidate the strength of an empire, and are an additional guarantee against war and foreign aggression."

[Ill.u.s.tration: PRIMITIVE GREAT WESTERN RAILWAY TRAIN BETWEEN BRISTOL AND BATH, Pa.s.sING KELSTON]

In these days of special trains, composed exclusively of Post Office carriages, such for instance as the night mail on the Great Western Railway, leaving Paddington at 9.5 p.m., consisting of eight coaches with engine (usually the "Alexandra" or "Duke of York"), and measuring 400 feet in length, which runs the whole journey from London to Penzance in the s.p.a.ce of 9 hours 40 minutes, stopping at Bristol and a few other first-cla.s.s stations _en route_, it may be interesting to recall the earliest period of the conveyance of mails by railway. Light is thrown thereon in the following correspondence relating to the then conveyance of the mails to Manchester and Liverpool, partly by the recently-constructed railway, and partly by road:--"Liverpool, 4th July, 1837. Dear Sir, We reached this place precisely at half-past twelve--exactly an hour behind our time--the loss arose out of various little _contretemps_, which a little practice will set right. This is the first time in Europe so long a journey was performed in so short a time, and if, some very few years ago, it had been said a letter could be answered by return of post from London, the idea would have been treated as chimerical, and yet at eight last evening was I in London, and this letter will reach there to-morrow morning, the proceeding of these operations occupying a period of 34-1/2 hours only, out of which a rest of three hours is to be taken, thus performing a distance of 412 miles in 31-1/2 hours.

"Our mail coach was before its time full 15 minutes, notwithstanding at one place we could not find horses, except posters; and at another when posters were found there was no coachman; luckily there was one on the mail, looking out for a place, with which we suited him. To-night, doubtless, all will go right (some dispute among the amiable contractors, I believe to be the cause). I need hardly observe that I have adopted proper measures. I have the honour to be, Dear Sir, Yours very faithfully, (Signed) Geo. Louis. To Lt.-Col. Maberley, &c., &c., &c."

[Ill.u.s.tration: BRISTOL AND EXETER RAILWAY TRAIN BRINGING MAILS TO BRISTOL ON THE DECLINE OF THE MAIL COACH SYSTEM ABOUT 1844. (CLIFTON BRIDGE ANTIc.i.p.aTED BY THE ARTIST.)]

"Manchester, 4th July, 1837. Sir, I have much pleasure in stating that the London Bag arrived here this day by railway at half-past twelve p.m.

The Bag to London was despatched as usual this morning by the mail coach, but concluding that a _return by the railway_ is intended both this day and to-morrow (although the arrangements generally do not commence until the 6th) I make a despatch with such letters as are in the office at half-past two p.m., and propose doing the same to-morrow.

I am, Sir, Your most obedient, humble Servant, (Sig.) G.F. Karstadt. To Lt.-Col. Maberley."

"4th July, 1837. Manchester. G. Karstadt, Esq. For the Postmaster-General. I enclose a letter from Mr. Louis with this report from Mr. Karstadt as to the first working of the railroad. I am sorry to say that it appears from the time bills an hour was lost upon the railroad coming up. (Signed) J.V.L.M. (Lt.-Col. Maberly). 5th July, 1837. Read, Lichfield (Lord Lichfield)." The coaches running all the way through at this period were timed to leave London at 8 p.m., and arrive at Liverpool and Manchester at 2.30 p.m. On the up journey the coaches left Manchester and Liverpool at 11.30 a.m., and reached London at 6.30 a.m.

The conveyance of the mail partly by road and partly by rail came into operation on the Western road from 1838 to 1841 as section by section of the Great Western Railway became completed. Thus, in 1840, mails which had come by road between Maidenhead and Bath were brought into Bristol by trains composed of very primitive engines, tenders and coaches, as depicted in the ill.u.s.trations taken from engravings of the period.

Mr. J.W. Arrowsmith, the world-wide known Bristol Publisher, recently reprinted Arrowsmith's Railway Guide of 1854, the year of its first issue. It is interesting to note from the re-publication that the shortest time in which Mails and pa.s.sengers were conveyed between London and Plymouth was 7 hours, 25 minutes, and between Plymouth and London 7 hours, 35 minutes. What a change a half-century has brought about! The pace of the trains has been vastly increased, and even goods trains accomplish the journey from London to Bristol in three hours. There is no such thing as finality in speed, as the Great Western Railway Company has been trying a French engine, with a view to beat all previous records. One of these engines was tried in France with the equivalent of fifteen loaded coaches behind it. It was brought to a dead stop on a steep incline, and when started again it gathered speed, so that before the summit was reached it was travelling at its normal speed--74.6 miles an hour.

This new engine, "La France," recently accomplished a brilliant feat.

She was started from Exeter with a load of twelve of the largest corridor-bogies, one being a "diner," the whole weight behind her tender, including pa.s.sengers, staff, luggage, and stores, being nearly 330 tons. "La France" ran the 75-1/2 miles to Temple Meads Station, Bristol, in 72-1/2 minutes, start to stop, thus averaging 62.5 miles an hour, although she had to face a 20-mile climb at the start, the last 27 miles of this stretch being at 1 in 115. She went on from Bristol to London, 118-1/2 miles, with the same heavy load, in exactly 118 minutes.

Her time from Bath to Paddington, 107 miles, was 104 minutes; from Swindon, 77-1/4 miles, 72 minutes; from Reading, 36 miles, 33 minutes.

A good performance in long distance railway running was established by the Great Western Railway Company in connection with the visit in 1903 of the Prince and Princess of Wales to Cornwall. Their Royal Highnesses left Paddington in a special division of the Cornishman at 10.40 a.m., the train being timed to do the non-stop run to North Road, Plymouth, a distance of 245 miles, in four hours and a half. This time was, however, reduced to the extent of 36-1/4 min., the train steaming into North Road at 33-3/4 minutes past 2 o'clock. The train covered during the first hour's run 67-3/4 miles, the average speed for the whole journey to Plymouth being 1.049 miles per minute. The journey was performed in about half the time occupied in 1854.

[Ill.u.s.tration: [_By permission of "Great Western Railway Magazine."_

"LA FRANCE"--POWERFUL NEW GREAT WESTERN RAILWAY ENGINE.]

The up train, which runs from Bristol to London in exactly two hours, via Badminton, is matched by a down train in the same time by the easier but slightly longer main line (_via_ Bath), giving a start-to-stop speed of 59-1/8 miles an hour, with a dead slow through Bath Station. But to Bath, where a coach is slipped, the inclusive speed is 60 miles an hour, as the distance is 107 miles (all but 10 chains), and the time from Paddington, 1 hr. 47 min. This is by the 10.50 a.m. "Cornishman," and is said to be the first Great Western train ever booked at a mile a minute, and the first train on any London Railway even "scheduled" at that speed.

In connection with the Mail Services between the Metropolis and Bristol, the "Gate of the West," it may be appropriate here to mention the recent arbitration case between the Great Western Railway Company and H.M.

Postmaster-General in regard to remuneration for conveyance of Mails.

The Company, dissatisfied with the payment of 115,000 a year under their contract of 1885, subsequently raised by small additions, from time to time, to 126,000 a year, brought their case before the Railway Commissioners, who awarded 135,855 a year from the 1st July, 1902. This amount covered the provision of a new postal train in each direction between London and Penzance. It was Sir Frederick Peel who delivered the judgment of the Court.

CHAPTER XII.

PRIMITIVE POST OFFICE.--FIFTH CLAUSE POSTS.--MAIL CART IN A RHINE.--EFFECT OF GALES ON POST AND TELEGRAPH SERVICE.

The Bristol Postal District, stretching from the Severn banks beyond Oldbury-on-Severn to a point near Bath, and thence straight across to the Bristol Channel again, consists of ground within the City and County of Bristol, and the Counties of Gloucestershire and Somersetshire. The border of Wiltshire is touched near Dyrham and Badminton, and the district is separated from Monmouthshire by the estuary of the River Severn.

[Ill.u.s.tration: HORTON THATCHED POST OFFICE AT THE FOOT OF COTSWALD HILLS.]

Post Offices showing signs of great antiquity are scarcely in existence now, for at the present day the wide district thus described in the preceding paragraph contains within its boundaries only one post office established under the primitive but comfortable and picturesque thatched roof. This is the Horton Post Office. The picture of this post office is from an excellent photograph taken by Miss Begbie, a daughter of the Rector of Horton. The village lies at the foot of the Cotswolds, and near this spot, in quiet retreat, William Tyndale translated the New Testament. The Duke of Beaufort's hounds meet from time to time in the Horton Post Office yard. This rustic place was originally the village ale house, yclept "The Horse Shoe." It is now devoted to the more useful purpose of the sale of stamps and the posting and distribution of letters, under the able and energetic superintendence of Mrs. Slade.

Such Postal Sub-Districts as Horton, far remote from their princ.i.p.al centre, were cla.s.sified under Parliamentary legislation. Thus the fifth Clause posts of early in the 19th Century took their name from the Act 41, Geo. 3, Ch. 7, Clause 5, under which they were established. Special post marks were in use for such posts. In the case of the Bristol district there was only one 5th Clause post, namely, at Thornbury, which was established in 1825, and under its regulations one penny was charged for the delivery of each letter at Thornbury. The post was a horse post from and to Bristol, and the Contractor delivered and collected bags at Almondsbury and Fylton, which were both "penny posts."

The main object of the fifth Clause post was to join up small towns with the larger post towns and so it was that Thornbury became thus linked on to Bristol. On the other hand, Bristol had 63 penny posts, including Almondsbury and Fylton, which were denoted by numbers 1 to 63, Clifton being No. 1.

Of the 52 "Fifth Clause Posts" existing in 1839 Bristol had only the one which joined Bristol and Thornbury.

Owing to there being no settled port of departure or arrival for vessels employed for conveyance of Foreign Mails, the letters were frequently despatched by privately-owned ships. They were then impressed with a post-mark "Ship Letter," with the name of the town included.

The Penny Post letters were such as had been posted in any one of the 63 Bristol Penny Post Sub-District Offices for delivery in the district of posting, or in any of the 62 other Offices. Thus a letter posted in Fylton for delivery in Fylton would be charged one penny upon being handed in at that Post Office, and another penny would be obtained on delivery to the addressee.

A letter posted at the Penny Post Office of Almondsbury for delivery in the Penny Post District of Fylton would be charged a penny upon being handed in at the Almondsbury Office and another penny would be charged to the addressee on delivery. Thornbury being a 5th Clause Post would have letters posted in its special "Open" box, delivered in the Thornbury Postal area for the one penny, that charged on delivery.

A letter posted in the "Open" box at Thornbury (5th Clause Post) for Bristol would likewise travel from Poster to addressee for the 1d.

delivery charge in Bristol, as bags would be exchanged between the two places.

A single letter, _i.e._, a letter without an enclosure, coming from Reading for Thornbury, would be charged a general post rate of 8d. to Bristol, plus 1d. for delivery, which would be the same in the cases of letters from Reading for Fylton or Almondsbury; but if a letter were posted at Thornbury for Reading, there would be no charge from Thornbury to Bristol, so that the addressee would only be called upon to pay the general post rate of 8d., whereas, the postage on a letter from Fylton or Almondsbury would be 8d., plus a penny charged for collection.