Read Ebook: The Eve of All-Hallows; Or Adelaide of Tyrconnel v. 3 of 3 by Hartstonge Matthew Weld

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ANCIENT CHARIOTEERS--CELEBRATED WHIPS--INTRODUCTION OF CARRIAGES INTO ENGLAND--MR. CRESSET'S PAMPHLET--THE STATE OF THE ROADS IN 1739--DANGEROUS CONVEYANCES--THE FLYING COACH OF 1669--DEAN SWIFT'S POETICAL LINES ON HIS JOURNEY TO CHESTER--DISCOMFORTS OF INSIDE TRAVELLING--TRAVELLING IN BYGONE DAYS 1

DANGERS OF TRAVELLING--ANECDOTES OF HIGHWAYMEN--INNKEEPERS AND HIGHWAYMEN--STAGE-COACH ROBBERIES--A 'CUTE LADY--A JOURNEY TO LONDON UNDER DIFFICULTIES--TRAVELLING IN 1770--VANBRUGH'S DESCRIPTION OF AN M.P.'S JOURNEY--SYDNEY SMITH ON MODERN IMPROVEMENT 25

SLOW COACHES--FAST COACHES--"THE WONDER" AND "BLENHEIM"--PUBLIC DINNERS TO THE DRIVERS--PRESENTATION OF A SILVER CUP TO A DRIVER OF "THE BLENHEIM"--THE YOUNG OXONIANS FAIRLY TAKEN IN--NIMROD ON THE SHREWSBURY AND CHESTER "HIGHFLYER"--BANEFUL EFFECTS OF RAILWAYS ON THE ROAD--"THE DESERTED VILLAGE"--WONDERFUL FEAT OF LOCOMOTION 49

JOURNEY TO BATH IN THE PALMY DAYS OF COACHING--A DRIVING GIOVANNI--"PARSON DENNIS"--CONTRAST TO THE ABOVE--TENNANT'S DESCRIPTION--THE OLD BRIGHTON ROAD--MODERN IMPROVEMENTS--A SQUIRE OF 1638 67

"MOVING ACCIDENTS" BY RAIL AND COACH--SHORT TIME FOR THE ISSUE OF RAILWAY TICKETS--RECKLESS DRIVERS--AN AFFAIR OF HONOUR--ANECDOTE OF THE LATE DUKE OF WELLINGTON 101

TRAVELLING IN IRELAND--BIANCONI'S CARS--JOURNEY FROM CORK TO DUBLIN IN A POST-CHAISE--IRISH WIT--A POOR-LAW COMMISSIONER--MR. PEABODY--SIR WALTER SCOTT AND A GENUINE PADDY--MR. CHARLES BIANCONI--IRISH CAR DRIVERS 115

COACH ACCIDENTS--ACCIDENT FROM RACING--ACTIONS AT LAW--MAIL ROBBERIES--ROBBERY BY CONVICTS--A DANGEROUS START--A DRUNKEN DRIVER 127

EXTRAORDINARY OCCURRENCE--COACH ACCIDENTS--DANGER ATTENDING PRINCE GEORGE OF DENMARK'S VISIT TO PETWORTH--THE MAILS STOPPED BY SEVERE SNOWSTORMS--SLEDGES USED FOR THE MAILS--DEATH FROM INCLEMENCY OF WEATHER--DREADFUL STORMS--FLOODS IN SCOTLAND IN 1829--ACCIDENT TO THE BATH AND DEVONPORT MAILS--MAIL ROBBERIES IN 1839--COACHING IN AUSTRALIA 143

COACHING ACQUAINTANCES--STAGE-COACHMEN OF BYGONE AND MODERN DAYS--AMATEUR DRIVERS--REQUISITES FOR DRIVING--CRACK DRIVERS--A POPULAR DRAGSMAN--HIS PRIVILEGES--HIS ACCOMPLISHMENTS 169

THE TURNPIKE GATE AT HYDE PARK CORNER--SUBURBAN AND PROVINCIAL TURNPIKE-MEN--THEIR REFLECTIONS--PANORAMA OF THE ROAD--THE "OLD WHITE HORSE CELLAR," PICCADILLY--GROUPS OF ITS FREQUENTERS 181

AMATEUR DRAGSMEN--THE LATE FITZROY STANHOPE--THE OLD DRIVING CLUB OF 1808--THE HON. LINCOLN STANHOPE--THE WHIP CLUB--DESCRIPTION OF THE CARRIAGES--SONG OF THE WHIP CLUB--OUTR?E DRESS OF THE DRIVERS RIDICULED BY CHARLES MATHEWS AND JOE GRIMALDI--FOUR-IN-HAND CLUB OF THE PRESENT DAY 195

OXFORD AND CAMBRIDGE MEN--ADVENTURE ON THE FAR-FAMED "TANTIVY" COACH--GALLANT CONDUCT OF THE GUARD--MY FIRST ATTEMPT AT DRIVING--JEM REVELL OF "THE PELICAN"--MY UPSET--TANDEM DRIVING--THE OSTLER--COUNTRY INNS--HOTEL CHARGES 209

NOBLE AND GENTLE DRAGSMEN--JOURNEY TO NEWMARKET--LORD GRANTLEY'S TEAM--A REFRACTORY WHEELER--USE AND ABUSE OF THE BEARING REIN--THE RUNNING REIN--HARNESS OF THE PRESENT DAY--THE ROYAL MAIL--GENERAL REMARKS ON DRIVING 223

CARRIAGES OF BYGONE DAYS AND THE PRESENT--THE CABRIOLET--ANECDOTE OF THE LATE DUKE OF WELLINGTON--A HUNTING ADVENTURE--AN EVENTFUL DAY--A LUCKY ESCAPE--NOBLE CONDUCT OF THE IRON DUKE--SUGGESTIONS 237

HAIRBREADTH ESCAPES--DRIVE TO VALENCIENNES WITH FREDERICK YATES--MEET A DANCING BEAR--RESULT--WHEEL CARRIAGES IN TOWNS--STATE OF THE PUBLIC STREETS--GAY'S DESCRIPTION OF THEM--HACKNEY COACHES--TAYLOR, THE WATER POET--ROBBERIES IN LONDON--FIRST INTRODUCTION OF OMNIBUSES 251

AN ADVENTURE WITH BALL HUGHES, COMMONLY CALLED "THE GOLDEN BALL"--A SENSATION AT DARTFORD--A RELIC OF THE COMMUNE--RAILWAYS--PIONEERS OF THE RAIL--INTRODUCTION OF STEAM-CARRIAGES ON ROADS--SEDAN CHAIRS--PADDY'S PRACTICAL JOKE--FEUDS BETWEEN CHAIRMEN AND HACKNEY-COACHMEN 265

ANCIENT CHARIOTEERS--CELEBRATED WHIPS--INTRODUCTION OF CARRIAGES INTO ENGLAND--MR. CRESSET'S PAMPHLET--THE STATE OF THE ROADS IN 1739--DANGEROUS CONVEYANCES--THE FLYING COACH OF 1669--DEAN SWIFT'S POETICAL LINES ON HIS JOURNEY TO CHESTER--DISCOMFORTS OF INSIDE TRAVELLING--TRAVELLING IN BYGONE DAYS.

Before I allude to the road as it is, let me refer to what it was, and in so doing bring my classical lore into play. Pelops was a coachman, who has been immortalised for his ability to drive at the rate of fourteen miles an hour by the first of Grecian bards. Despite his ivory arm, he got the whip-hand of OEnomaus, a brother "dragsman" in their celebrated chariot-race from Pisa to the Corinthian Isthmus, owing more to the rascality of the state coachman, Myrtilus, whom he bribed to furnish his master, the King of Pisa, with an old carriage, the axletree of which broke on the course, than to his own coaching merits.

Hippolytus, too, "handled the ribbons well," but "came to grief" by being overturned near the sea-shore, when flying from the resentment of his father. His horses were so frightened at the noise of sea-calves, which Neptune had purposely sent there, that they ran among the rocks till his chariot was broken and his body torn to pieces.

Virgil and Horace sang the praises and commemorated the honours of the "whips" of their day. Juvenal tells us of a Roman Consul who aspired to be a "dragsman"--

"Volueri Carpento rapitur pinguis Damasippus; et ipse Ipse rotam stringit multo sufflamine Consul."

Again, I find the following lines:--

"Sunt quos curriculo pulverem Olympicum Collegisse juvat metaque fervidis Evitata rotis, palmaque nobilis Terrarum dominos evehit ad Deos."

Which may be thus rendered--"The summit of some men's ambition is to drive four-in-hand."

Propertius, too, exclaims against the tandem as rivalling the curricle--that is, according to some witty translators:--

Horace writes:--

and to those who drive this dangerous vehicle the following line may not be inappropriate:--

In addition to the above classical names, there were, early in the present century, hundreds of whips who raised the character of coachmen to the highest pinnacle of fame. Let me instance:--

Richard Vaughan, of the Cambridge "Telegraph," 'scientific in horseflesh, unequalled in driving;' Pears, of the Southampton day coach; Wood, Liley, Wilcocks, and Hayward of the "Wonder," between London and Shrewsbury; Charles Holmes, of the Blenheim coach; Izaac Walton, the Maecenas of whips, the Braham of the Bath road; Jack Adams, the civil and obliging pastor, who taught the young Etonians to drive; Bramble, Faulkner, Dennis, Cross, and others, all of whom have long since departed this life.

Many professional stage-coachmen were men of good education. Indeed, not a few had received the advantage of a college education, and could quote Latin and Greek in a manner that surprised some of their companions. They could also tell a good story and sing a good song; so that their society was much sought after, both on the box and in the snug bar-parlour.

I will not here stop to discuss the question of rail and road, or to lament that the "Light of other days has faded," although many a man's heart sinks to the axle when he thinks of the past, and feels disposed to sympathise with Jerry Drag, "him wot drove," I quote his own words, "the old Highflyer, Red Rover, and Markiss of Huntley."

"Them as 'ave seen coaches," says this knight of the ribbons, "afore rails came into fashion, 'ave seen something worth remembering; them was happy days for Old England, afore reform and rails turned everything upside down, and men rode as natur' intended they should, on pikes with coaches and smart, active cattle, and not by machinery, like bags of cotton and hardware; but coaches is done for ever, and a heavy blow it is. They was the pride of the country, there wasn't anything like them, as I've heerd gemmen say from forrin parts, to be found nowhere, nor never will be again."

It may not here be uninteresting to mention that coaches were introduced into England by Fitz Allan, Earl of Arundel, A.D. 1580, before which time Queen Elizabeth, on public occasions, rode behind her chamberlain; and she, in her old age, used reluctantly such an effeminate conveyance. They were at first drawn by only two horses; but, as a writer of those days remarks, "The rest crept in by degrees, as man at first ventured to sea."

Historians, however, differ upon this subject, for it is stated by Stow that in 1564, Booner, a Dutchman, became the Queen's coachman, and was the first that brought the use of coaches into England; while Anderson, in his "History of Commerce," says, on the other hand, that about 1580 the use of coaches was introduced by the Earl of Arundel.

It was Buckingham, the favourite, who about 1619 began to have a team of six horses, which "was wondered at as a novelty, and imputed to him as a mastering pride." Before that time ladies chiefly rode on horseback--either single, on their palfreys, or double, behind some person, on a pillion. A considerable time elapsed before this luxurious way of locomotion was enjoyed by more than a very few rich and distinguished individuals, and a very much longer time before coaches became general.

In the year 1672, at which period throughout the kingdom there were only six stage-coaches running, a pamphlet was written and published by Mr. John Cresset, of the Charterhouse, urging their suppression; and amongst the grave reasons given against their continuance was the following:--

"These stage-coaches make gentlemen come to London on every small occasion, which otherwise they would not do but upon urgent necessity; nay, the convenience of the passage makes their wives often come up, who, rather than come such long journeys on horseback, would stay at home. Then when they come to town they must presently be in the mode, get fine clothes, go to plays and treats, and, by these means, get such a habit of idleness and love of pleasure as makes them uneasy ever after."

What would Mr. Cresset have said had he lived some forty years ago, in the palmy days of coaching--coaches full, able dragsmen, spicy teams, doing their eleven miles an hour with ease, without breaking into a gallop or turning a hair? Or how surprised would the worthy chronicler of 1672 be at the present annihilators of time and space--the railroads, when "the convenience of the passage" enables parties to come up to London from Liverpool, Birmingham, Manchester, Bath, and Bristol in time for the play or opera, and return home for dinner the following day.

In 1739 Pennant writes:--

"I travelled in the Chester stage to London, then no despicable vehicle for country gentlemen. The first day, with much labour, we got from Chester to Whitchurch , the second day to the Welsh Harp, the third to Coventry, the fourth to Northampton, the fifth to Dunstable, and, as a wondrous effort, on the last to London, before the commencement of the night. The strain and labour of six horses, sometimes eight, drew us through the slough of Mireden and many other places. We were constantly out two hours before day, and as many at night. Families who could afford to travel in their own carriages contracted with Benson and Co., and were dragged up in the same number of days by three sets of able horses."

These coaches must have been not only very lumbering, but very dangerous conveyances, as the following newspaper paragraph, dated the 2nd of September, 1770, will prove:--

"It were greatly to be wished that stage-coaches were put under some regulation as to the number of persons and quantity of luggage carried by them. Thirty-four persons were in and about the Hertford coach this day, which broke down, by one of the traces giving way. One outside passenger was killed on the spot, a woman had both legs broken; very few of the number, either within or without, but were severely bruised."

One can scarcely now realize the state of things when a passenger starting by the waggon from the metropolis at five o'clock in the morning, did not arrive at Blackheath until half-past nine. For four hours and a half were the unfortunate travellers tossed, tumbled, jumbled, and rumbled over a road full of holes and wheel-ruts, out of which extra horses were employed to drag the lumbering vehicle. Break-downs were frequent; much time was occupied in repairing the waggons, and it often happened that, when a wheelwright could not be got, the road was blocked up by a broken-down vehicle.

Macaulay tells us that, during the year which immediately followed the Restoration, a diligence ran between London and Oxford in two days. The passengers slept at Beaconsfield. At length, in the Spring of 1669, a great and daring innovation was attempted. It was announced that a vehicle, described as the flying coach, would perform the whole journey between sunrise and sunset.

"This spirited undertaking was solemnly considered and sanctioned by the heads of the University, and appears to have excited the same sort of interest which is excited in our own time by the opening of a new railway. The Vice-Chancellor, by a notice which was affixed in all public places, prescribed the hour and place of departure.

"The success of this experiment was complete. At six in the morning the carriage began to move from before the ancient front of All Souls' College, and at seven in the evening the adventurous gentlemen who had run the first risk were safely deposited at their inn in London. The emulation of the sister University was moved, and soon a diligence was set up which in one day carried passengers from Cambridge to the Capital."

In 1678 a contract was made to establish a coach for passengers between Edinburgh and Glasgow, a distance of forty-four miles. This coach was drawn by six horses, and the journey between the two places, to and fro, was completed in six days.

The Chester coach, the York coach, and the Exeter coach generally reached London in four days during the fine season, but at Christmas not till the sixth day. The passengers, six in number, were all seated in the carriage; for accidents were so frequent that it would have been most perilous to mount the roof. The ordinary fare was about twopence half-penny a mile in Summer, and somewhat more in Winter.

"The interest of large classes had been unfavourably affected by the establishment of the new diligences, and, as usual, many persons were, from mere stupidity and obstinacy, disposed to clamour against the innovation. It was vehemently argued that this mode of conveyance would be fatal to the breed of horses and to the noble art of horsemanship; that the Thames, which had long been an important nursery of seamen, would cease to be the chief thoroughfare from London up to Windsor, and down to Gravesend; that saddlers and spurriers would be ruined by hundreds; that numerous inns at which mounted travellers had been in the habit of stopping would be deserted, and could no longer pay any rent; that the new carriages were too hot in Summer and too cold in Winter; that the passengers were grievously annoyed by invalids and crying children; that the coach sometimes reached the inn so late that it was impossible to get supper, and sometimes started so early that it was impossible to get breakfast.

"On these grounds it was gravely recommended that no public carriage should be permitted to have more than four horses, to start oftener than once a week, or to go more than thirty miles a day. It was hoped that, if this regulation were adopted, all except the sick and the lame would return to the old modes of travelling on horseback and by water. Petitions embodying such opinions as these were presented to the King in Council from several companies of the City of London, from several provincial towns, and from the justices of several counties."

It is difficult to determine the exact period at which a stage-coach first appeared upon the road, for there is a wide difference between the stage-coach of the last century and the flying coaches of the previous one. Although the stage-coach may have improved in speed, its discomfort still existed, as may be gleaned from the following lines written by Dean Swift on his journey from London to Chester:--

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