each other, should be maintained at the cost of the rural population scattered between them is obviously unjust; but this injustice was peculiarly glaring in the case of the great North road, which traversed very poor and thinly inhabited districts, and joined very rich and populous districts. Indeed it was not in the power of the parishes of Huntingdonshire to mend a highway worn by the constant traffic between the West Riding of Yorkshire and London. Soon after the Restoration, this grievance attracted the notice of Parliament; and an act, the first of our many turnpike acts, was passed, imposing a small toll on travellers and goods, for the purpose of keeping some parts of this important line of communication in good repair.* This innovation, however, excited many murmurs; and the other great avenues to the capital were long left under the old system. A change was at length effected, but not without much difficulty. For unjust and absurd taxation to which men are accustomed is often borne far more willingly than the most reasonable impost which is new. It was not till many toll bars had been violently pulled down, till the troops had in many districts been forced to act against the people, and till much blood had been shed, that a good system was introduced. By slow degrees reason triumphed over prejudice; and our island is now crossed in every direction by near thirty thousand miles of turnpike road.

On the best highways heavy articles were, in the time of Charles the Second, generally conveyed from place to place by stage waggons. In the straw of these vehicles nestled a crowd of passengers, who could not afford to travel by coach or on horseback, and who were prevented by infirmity, or by the weight of their luggage, from going on foot. The expense of transmitting heavy goods in this way was enormous. From London to Birmingham the charge was seven pounds a ton; from London to Exeter twelve pounds a ton.‡ This was

about fifteen pence a ton for every mile, more by a third than was afterwards charged on turnpike roads, and fifteen times what is now demanded by railway companies. The cost of conveyance amounted to a prohibitory tax on many useful

* 15 Car. II. c. 1.

The evils of the old system are strikingly set forth in many petitions which appear in the Commons' Journal of 1725. How fierce an opposition was offered to the new system may be learned from the Gentleman's Magazine of 1749.

Postlethwaite's Dict., Roads.

articles. Coal in particular was never seen except in the districts where it was produced, or in the districts to which it could be carried by sea, and was indeed always known in the south of England by the name of sea coal.

On byroads, and generally throughout the country north of York and west of Exeter, goods were carried by long trains of packhorses. These strong and patient beasts, the breed of which is now extinct, were attended by a class of men who seem to have borne much resemblance to the Spanish muleteers. A traveller of humble condition often found it convenient to perform a journey mounted on a packsaddle between two baskets, under the care of these hardy guides. The expense of this mode of conveyance was small. But the caravan moved at a foot's pace; and in winter the cold was often insupportable.*

The rich commonly travelled in their own carriages, with at least four horses. Cotton, the facetious poet, attempted to go from London to the Peak with a single pair, but found at Saint Albans that the journey would be insupportably tedious, and altered his plan. A coach and six is in our time never seen, except as part of some pageant. The frequent mention therefore of such equipages in old books is likely to mislead us. We attribute to magnificence what was really the effect of a very disagreeable necessity. People, in the time of Charles the Second, travelled with six horses, because with a smaller number there was a great danger of sticking fast in the mire. Nor were even six horses always sufficient. Vanbrugh, in the succeeding generation, described with great humour the way in which a country gentleman, newly chosen a member of Parliament, went up to London. On that occasion all the exertions of six beasts, two of which had been taken from the plough, could not save the family coach from being imbedded in a quagmire.

Public carriages had recently been much improved. During the years 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

Loidis and Elmete. Marshall's Rural Economy of England. In 1739 Roderic Random came from Scotland to Newcastle on a packhorse. + Cotton's Epistle to J. Bradshaw.

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 Vicechancellor, by a notice affixed in all public places, prescribed the hour and place of departure. The success of the 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. At the close of the reign of Charles the Second, flying carriages ran thrice a week from London to the chief towns. But no stage coach, indeed no stage waggon, appears to have proceeded further north than York, or further west than Exeter. The ordinary day's journey of a flying coach was about fifty miles in the summer; but in winter, when the ways were bad and the nights long, little more than thirty. 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 halfpenny a mile in summer, and somewhat more in winter.t

This mode of travelling, which by Englishmen of the present day would be regarded as insufferably slow, seemed to our ancestors wonderfully, and indeed alarmingly rapid. In a work published a few months before the death of Charles the Second, the flying coaches are extolled as far superior to any similar vehicles ever known in the world. Their velocity is the subject of special commendation, and is triumphantly contrasted with the sluggish pace of the continental posts. But with boasts like these was mingled the sound of complaint and invective. The interests 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, simply because it was an innovation. It

* Anthony à Wood's Life of himself.

+ Chamberlayne's State of England, 1684. See also the list of stage coaches and waggons at the end of the book entitled Angliæ Metropolis, 1690.

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 would 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 mode of travelling. 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. We smile at these things. It is not impossible that our descendants, when they read of the history of the opposition offered by cupidity and prejudice to the improvements of the nineteenth century, may smile in their turn.*

The

In spite of the attractions of the flying coaches, it was still usual for men who enjoyed health and vigour, and who were not encumbered by much baggage, to perform long journeys on horseback. If the traveller wished to move expeditiously he rode post. Fresh saddle horses and guides were to be procured at convenient distances along all the great lines of road. charge was threepence a mile for each horse, and fourpence a stage for the guide. In this manner, when the ways were good, it was possible to travel, for a considerable time, as rapidly as by any conveyance known in England, till vehicles were propelled by steam. There were as yet no post chaises; nor could those who rode in their own coaches ordinarily procure a change of

* John Cresset's Reasons for suppressing Stage Coaches, 1672. These reasons were afterwards inserted in a tract, entitled "The Grand Concern of England explained, 1673." Cresset's attack on the stage coaches called forth some answers which I have consulted.

horses. The king, however, and the great officers of state were able to command relays. Thus Charles commonly went in one day from Whitehall to Newmarket, a distance of about fifty-five miles through a level country; and this was thought by subjects a proof of great activity. Evelyn performed the same journey in company with the Lord Treasurer Clifford. The coach was drawn by six horses, which were changed at Bishop Stortford and again at Chesterford. The travellers reached Newmarket at night. Such a mode of conveyance seems to have been considered as a rare luxury confined to princes and ministers.*

Whatever might be the way in which a journey was performed, the travellers, unless they were numerous and well armed, ran considerable risk of being stopped and plundered. The mounted highwayman, a marauder known to our generation only from books, was to be found on every main road. The waste tracts which lay on the great routes near London were especially haunted by plunderers of this class. Hounslow Heath, on the great Western Road, and Finchley Common, on the great Northern Road, were perhaps the most celebrated of these spots. The Cambridge scholars trembled when they approached Epping Forest, even in broad daylight. Seamen who had just been paid off at Chatham were often compelled to deliver their purses on Gadshill, celebrated near a hundred years earlier by the greatest of poets as the scene of the depredations of Poins and Falstaff. The public authorities seem to have been often at a loss how to deal with the plunderers. At one time it was announced in the Gazette that several persons, who were strongly suspected of being highwaymen, but against whom there was not sufficient evidence, would be paraded at Newgate in riding dresses: their horses would also be shown: and all gentlemen who had been robbed were invited to inspect this singular exhibition. On another occasion a pardon was publicly offered to a robber if he would give up some rough diamonds, of immense value, which he had taken when he stopped the Harwich mail., A short time after appeared another proclamation, warning the innkeepers that the eye of the government was upon them. Their criminal connivance, it was affirmed, enabled banditti to infest the roads with impunity. That these suspicions were not without foundation, is proved by the dying speeches of some penitent robbers of that age, who

* Chamberlayne's State of England, 1684. North's Examen, 105. Evelyn's Diary, Oct. 9, 10. 1671.