case nowadays.

Exposed to all the inclemency of the seasons, both by night and day; having to weather snowstorms and suffer the drenchings of heavy rain; to grope a way through the dense fogs of our climate, and endure the biting frosts of midwinter; or yet to face the masked highwayman on the open heath, or the footpad in the deep and narrow road,—these were the unpleasantnesses and the dangers which beset the couriers of the Post-office in past years, ere the department had grown to its present robust manhood. As to the exposure in wintry weather, it is stated that postboys on reaching the end of their stages were sometimes so benumbed with the cold that they had to be lifted out of their saddles. Some idea of what the postboys suffered may be gathered from the adventure of the Rothbury to Morpeth mail driver in the snowstorm of the 1st March 1886. This man, Robert Paton, left Rothbury with two horses, and another was sent from Morpeth to meet him. On his way two of the horses succumbed to fatigue, and these, with the mail-cart, were left behind in charge of a companion, while Paton proceeded on the third horse, that sent from Morpeth, to his destination. One of the horses abandoned was so knocked up that it had to be left in the snow till next day. At one time the snow would just reach the horses' knees, at another the animals would be plunging desperately through quickly forming wreaths, in snow reaching half-way up their shoulders, and then an open stretch of country would expose them to the fury of the blinding storm. Paton had started from Rothbury at five o'clock in the afternoon, and was due at Morpeth at 8.40 p.m., but he did not reach the Post-office there till 11.45 p.m., and his son, who had carried the parcel basket for the last three miles, did not come in till midnight. On his arrival at Morpeth, Paton presented a most grotesque appearance, something like the pictures of Father Christmas, being covered over with snow, and adorned with icicles hanging from his hair and beard. He required the aid of a friendly hand to steady him when he descended, as his lower limbs seemed cramped and powerless, owing to the cold and long continuance in the saddle.

Rothbury and Morpeth Mail Driver.

Of the attacks made upon postboys by highwaymen, some instances more or less tragic are given in another chapter. This we will conclude by recording the fate that befell a postboy who was charged with the conveyance of the mail for London which left Edinburgh on Saturday the 20th November 1725. This mail, after reaching Berwick in safety and proceeding thence, was never again heard of. A notice issued by the Post-office at the time ran as follows: "A most diligent search has been made; but neither the boy, the horse, nor the packet has yet been heard of. The boy, after passing Goswick, having a part of the sands to ride which divide the Holy Island from the mainland, it is supposed he has missed his way, and rode towards the sea, where he and his horse have both perished." The explanation here suggested is not at all improbable, in view of the fact that November is a month given to fogs, when a rider might readily go astray crossing treacherous sands.

CHAPTER III.

STAGE AND MAIL COACHES.

Prior to the middle of the seventeenth century, about which period stage-coaches came into use in England, the only vehicles available to ordinary travellers would seem to have been the carrier's stage-waggon, which, owing to its lumbering build and the deplorable state of the roads, made only from ten to fifteen miles in a long summer's day. The interior of such waggons exhibited none of the refinements of modern means of travel, the only furnishing of the machine being a quantity of straw littered on the floor, on which the passengers could sit or lie during the weary hours of their journey. Though the stage-coaches came into vogue about the middle of the seventeenth century, as already stated, the heavy waggons seem also to have held a place till much later—for in one of these Roderick Random performed part of his journey to London in 1739; and it was doubtless only the meaner class of people who travelled in that way, as the description given by Smollett of his companions does not mirror, certainly, people of fashion. M. Sobrière, a Frenchman, on his way from Dover to London in the reign of Charles II., thus writes of his experience of the waggon: "That I might not take post, or be obliged to use the stage-coach, I went from Dover to London in a waggon. It was drawn by six horses, one before another, and driven by a waggoner, who walked by the side of it. He was clothed in black, and appointed in all things like another St George. He had a brave Montero on his head, and was a merry fellow, fancied he made a figure, and seemed mightily pleased with himself." Unlike travelling in the present day, when one may go 100 miles in a railway carriage without speaking to a fellow-passenger, the journey in the old-fashioned waggon brought all the travellers too close and too long together to admit of individual isolation, for the passengers might be associated for days together as companions, had to take their refreshment together, lived as it were in common, and it was even the custom to elect a chairman at the outset to preside over the company during the journey. But the stage-coach gradually became the established public conveyance of the country, improving in its construction and its rate of progression as the improved state of the roads admitted of and encouraged such improvement. Still, compared with the stage-coaches of the best period, travelling by the earlier stage-coaches was a sorry achievement. Here is an advertisement of stage-coaches of the year 1658:—

"From the 26th April there will continue to go stage-coaches from the George Inn, without Aldersgate, London, unto the several cities and towns, for the rates and at the times hereafter mentioned and declared:—

"Every Monday, Wednesday, and Friday—To Salisbury, in two days, for xx. s.; to Blandford and Dorchester, in two days and half, for xxx. s.; to Burput, in three days, for xxx. s.; to Exmister, Hunnington, and Exeter, in four days, for xl. s.; to Stamford, in two days, for xx. s.; ... to York, in four days, for xl. s."

Indeed the charges might have been reckoned by time, the travelling being at the rate of about 10s. a day. Another advertisement in 1739 thus sets forth the merits of some of the stage-coaches of the period:—

"Exeter Flying Stage-coach in three days, and Dorchester and Blandford in two days. Go from the Saracen's Head Inn, in Friday Street, London, every Monday, Wednesday, and Friday; and from the New Inn, in Exeter, every Tuesday and Thursday." Then the advertisement makes known the fact, with regard to another coach, that the stage begins "Flying on Monday next." They were not satisfied in those days with a coach "going," "running," or "proceeding," but they set them "flying" at the rates of speed which may be gathered from these notices. Nearly thirty years later another advertisement set forth that the Taunton Flying Machine, hung on steel springs, sets out from the Saracen's Head Inn, in Friday Street, London, and Taunton, every Monday, Wednesday, and Friday, at three o'clock in the morning, the journey taking two days. There were places inside for six passengers, and the fares were as follows, viz.:—