The Bath Road

PASSENGERS REFRESHED AFTER A LONG DAY'S JOURNEY. (After Rowlandson.)

Meanwhile the stage-coaches had increased greatly. It was about 1800 that the "Sick, Lame, and Lazy"-a sober conveyance so called from the nature of its passengers, invalids, real and imaginary, on their way to Bath-was displaced by the new post coach that performed the journey in a single day; and thus the comfortable, and expensive, beds of the "Pelican" at Speenhamland, where "the coach slept," began to be disestablished.

III

Our forefathers of the coaching age were properly pious. Desirous, when they travelled, of a "happy issue out of all their afflictions," as the Prayer-book has it-which in their case included such varied troubles as highwaymen's attacks, being upset, or finding themselves snowed up, with the extreme likelihood in winter-time of being severely frostbitten-they made their wills, and fervently committed themselves to the protection of Providence before starting and putting themselves in the care of the coachman. Coach proprietors, for their part, always advertised their conveyances to run "D.V.;" and the more slangy among our great-grandparents were accordingly accustomed to speak of these coaches as "God-permits." Express trains, which stop for nothing in heaven above or the earth beneath, short of a cataclysm of nature, have relegated that joke to the domains of archæology. Then, however, it had its poignant side.

"The perils of the road in winter and foul weather," says one who braved them, "were formidable. On one occasion I rode sixteen hours under a deluging downpour of rain that never ceased for a single minute, and was so crushing in its effect as to disable every umbrella on the roof before the first hour had elapsed. On another occasion I started at six on a winter's morning outside the Bath "Regulator," which was due in London at eight o'clock at night. I was the only outside passenger. It came on to snow about an hour after we started-a snowstorm that never ceased for three days. The roads were a yard deep in snow before we reached Reading, which was exactly at the time we were due in London. Then with six horses we laboured on, and finally arrived at Fetter Lane at a quarter to three in the morning. Had it not been for the stiff doses of brandied coffee swallowed at every stage, this record would never have been written. As it was, I was so numbed, hands and feet, that I had to be lifted down, or rather, hauled out of an avalanche or hummock of snow, like a bale of goods. The landlady of the 'White Horse' took me in hand, and I was thawed gradually by the kitchen fire, placed between warm pillows, and dosed with a posset of her own compounding. Fortunately, no permanent injury resulted."

That was as late as 1816. Happily, although the term "an old-fashioned winter," is one frequently employed nowadays to denote one of exceptional severity, there is no reason to believe that such winters were less exceptional then than they are now. But the great frosts and snowstorms of those times belong to history, and although they only occurred (as they do now) at considerable intervals, they bulk largely in the records of the past.

The great snowstorm of December 26, 1836, dislocated the coach service all over the country. The drifts on Marlborough Downs varied in depth from fourteen to sixteen feet. The Duke of Wellington, who was travelling down the road to the Duke of Beaufort's place at Badminton, arrived at Marlborough on the Monday night, in the thick of it, and put up at the "Castle." He was journeying in a carriage and four, with outriders, and started again the next morning, to be promptly stuck fast in a wheatfield. A number of labourers were procured, who dug him out.

On that memorable occasion, the Bath and Bristol mails, which were due at those places on the Tuesday morning, were abandoned eighty miles from London, the mail-bags being brought up by the two guards in a post-chaise with four horses. For seventeen miles they had to come by way of the fields.

Three outside passengers died of the cold when one of the stage coaches reached Chippenham, and frostbites were innumerable.

But if all the untoward coaching incidents were recounted that befell upon the Bath Road, this would resolve itself into a dismal record, and it might then be supposed that coaching was invariably dangerous and uncomfortable, which was not the case. One of the most singular of these happenings was that in which a home-coming sailor was killed. A gunner named John Baker was wrecked on board the frigate Diomede, off the coast of Trincomalee, and narrowly escaped being drowned. Being picked up, he recovered sufficiently to be able to take a part in the storming of that place, and was sent home with the ship bearing the despatches. When he set foot again in England, he must naturally have thought all dangers past; but, coming up from Bath in January, 1796, the coach capsized at Reading, and the unhappy gunner, who had survived all perils of battle and the breeze, was killed.

A not dissimilar accident happened in July, 1827, when the Bath mail was overturned between Reading and Newbury, through the horses bolting into a gravel-pit. A naval officer was killed, and most of the passengers injured.

Although the latter accident happened in an age of very fast coaches, it is a fact that disasters were actually fewer than they had been in more leisurely times. The reasons for this increased safety in times when speed was vastly greater may be found in the facts that the roads were better kept, and the coaches better built. A whole series of Turnpike Acts had been passed in the course of the previous fifty years, resulting in roads as nearly perfect as roads can be, while the coachbuilder's trade had become almost an exact science. Had it not been for the occasional recklessness or drunkenness of drivers, and the winter fogs, there would be little to record in the way of accidents. As it was, coachmen sometimes (but very rarely) took a convivial glass too much; or, more often, raced opposition coaches to a final smash; and then there were the "pea-soupers" of fogs, which led the most experienced astray.

The following story belongs to the first quarter of this century, and is told by one of the old drivers: "I recollect," he says, "a singular circumstance occasioned by a fog. There were eight mails that passed through Hounslow. The Bristol, Bath, Gloucester, and Stroud took the right-hand road; the Exeter, Yeovil, Poole, and 'Quicksilver' Devonport (which was the one I was driving) went the straight road towards Staines. We always saluted each other when passing with 'Good night, Bill,' 'Dick,' or 'Harry,' as the case might be. I was once passing a mail, mine being the fastest, and gave my wonted salute. A coachman named Downs was driving the Stroud mail. He instantly recognized my voice, so said, 'Charley, what are you doing on my road?' It was he, however, who had made the mistake; he had taken the Staines instead of the Slough road out of Hounslow. We both pulled up immediately; he had to turn round and go back-a feat attended with some difficulty in such a fog. Had it not been for our usual salute, he would not have discovered his mistake before arriving at Staines."

IV

One of the most striking differences between the coaching age and these railway times lies in the altered relations between passenger and driver. No railway passenger ever thinks of the man who drives the engine. He, in fact, rarely sees him. The coachman, on the other hand, was very much in evidence, and was not only seen, but expected to be "remembered" as well. And "remembered" the old coachmen were, too: for half a crown each to driver and guard was the least one could do in those times. How great a tax this was upon the traveller may be guessed when it is said that the coachman was generally changed about every fifty miles or so. The guard would probably accompany the coach all the way to Bath, but on the longer journeys there were at least two. There was a very simple formula used, as a hint to passengers that a tip should be forthcoming. "I go no further, gentlemen," the coachman would observe, putting his head in at the window. A simultaneous dipping of the hands into fobs on the part of the passengers resulted from this piece of information, and the coachman would depart, richer by considerably over half a sovereign. Imagination does not go to the length of picturing the driver or the guard of a train doing the like.

It is not, however, to be supposed that coach passengers greatly delighted in the practice, even in those fine open-handed days. There were many who could not afford it, and others who regarded it as an imposition. But they tipped all the same, because, as Mr. Chaplin, the great coach proprietor in those palmy days, observed, if they did not the guard and coachman "would look very hard at them." Better to face a lioness robbed of her cubs than a coachman defrauded of his tip. Passengers, therefore, resigned themselves with a sigh to the expenditure, and travelled as little as they possibly could. There can, indeed, be no doubt that tipping, grown to a regular system, injured the coach proprietors' business; and it was eventually, if not abolished entirely, at least shorn of its more grandiose proportions. The first man to tackle the question was Thomas Cooper. He was proprietor of a line of coaches running between London and Bristol from 1827 to 1832. "Cooper's Old Company," he...