A History of Inland Transport and Communication in England. Edwin A. Pratt
this must have seemed grave enough to the good alarmist; but there was still worse to come, for he goes on to say that—
"Passage to London being so easy, Gentlemen come to London oftener than they need, and their Ladies either with them, or, having the Conveniences of these Coaches, quickly follow them. And when they are there, they must be in the Mode, buy all their Cloaths there, and go to Plays, Balls, and Treats, where they get such a Habit of Jollity and a Love to Gayety and Pleasure, that nothing afterwards in the Country will serve them, if ever they should fix their minds to live there again; but they must have all from London, whatever it costs."
Fearing, perhaps, that these various arguments might not suffice to discredit the coaches, the pamphleteer has much to say about the discomforts of those conveyances:—
"Travelling in these Coaches can neither prove advantageous to Men's Health or Business; For what Advantage is it to Men's Health to be called out of their beds into these Coaches, an Hour before Day in the Morning, to be hurried in them from Place to Place till one Hour, two or three within Night; insomuch that, after sitting all Day in the Summertime stifled with Heat and choaked with Dust; or in the Winter-time starving and freezing with cold, or choaked with filthy Fogs, they are often brought into their Inns by Torchlight, when it is too late to sit up to get a Supper; and next Morning they are forced into the Coach so early, that they can get no Breakfast. …
"Is it for a Man's Health to travel with tired Jades, and to be laid fast in the foul ways and forced to wade up to the knees in Mire; afterwards sit in the Cold, till Teams of Horses can be sent to pull the Coach out? Is it for their Health to travel in rotten Coaches, and to have their Tackle, or Pearch or Axle-tree broken, and then to wait three or four hours, sometimes half a day, to have them mended, and then to travel all Night to make good their Stage?"
And so on, and so on, until we come to the moral of the story, which is that people should refuse to patronise such innovations as stage-coaches, keep to the ways of their forefathers, and do their travelling on horseback. If they could not do that, and needs must ride in a vehicle, let them be content with the long coaches (i.e. long waggons) which were "More convenient than running coaches … for they travel not such long journeys, go not out so early in the Morning, neither come they in so late at night; but stay by the Way, and travel easily, without jolting Men's Bodies or hurrying them along, as the running Coaches do."
But the denunciations, arguments and vigorous pleadings of this "Lover of his Country," as the author of "The Grand Concern" called himself, were all of no avail. The march of progress had taken another step forward, and England found it had now entered definitely on the Coaching Era.
CHAPTER VII
LOADS, WHEELS AND ROADS
Before dealing more fully with the development of coaches and coaching and of vehicular traffic in general, it will be desirable to revert to the new perplexities which such development brought to those who were concerned with the care of the roads, and see in what way it was endeavoured to meet them.
In Macpherson's "Annals of Commerce" the following is given under date 1629:—
"The great increase of the commerce of England of late years very much increased the inland carriage of goods, whereby the roads were more broken than heretofore. King Charles issued his proclamation, confirming one of his father's in the 20th year of his reign, for the preservation of the public roads of England, commanding that no carrier or other person whatsoever shall travel with any waine, cart or carriage with more than two wheels nor with above the weight of twenty hundred; nor shall draw any waine, cart or other carriage with above five horses at once."
The King Charles here spoken of was, of course, Charles I., and the 20th year of the reign of his father, James I., takes us back to 1623. That year, therefore, gives us the date for the starting of a policy, not of adapting the roads to the steadily increasing traffic, but of adapting the traffic to the roads; and this policy, as far as successive rulers and governments were concerned (efforts in the way of actual road betterment being left almost exclusively to individual initiative or private enterprise), was persevered in more or less consistently for a period of close on two centuries.
The State policy here in question was applied mainly in two directions: (1) the restriction to a certain weight of the loads carried; and (2) the enforcing of regulations as to the breadth of wheels. The former alone is mentioned in the references just made to the proclamations of Charles I. and James I.; and it may be explained that the stipulation as to not more than five horses being attached to any cart or waggon was itself a precaution against the drawing of what were regarded as excessive loads. Such precautions were renewed after the Restoration, when, as we have seen, there began to be a considerable expansion of trade. By 13 & 14 Chas. II., c. 6, it was laid down that no waggon, wain, cart or carriage carrying goods "for hire" should be drawn by more than seven horses or eight oxen, or carry more than 20 cwt. between October 1 and May 1, or more than 30 cwt. between May 1 and October 1, thus modifying the earlier regulations, while it further enacted that no wheels should have rims exceeding four inches in breadth; but by 22 Chas. II., c. 12, the maximum number of horses allowed to any vehicles was again reduced to five; and by 30 Chas. II., c. 5, the words "for hire" were deleted, the restrictions being applied to all vehicles carrying goods.
From the time of the accession of William and Mary, every few years saw fresh Acts of Parliament becoming law, changing, deleting or adding to regulations previously laid down as to weight of loads, number of horses, the order in which they should be harnessed, the breadth of the tires, the position of the wheels, the kind of nails to be used for fastening the tires, and so on, until it becomes practically impossible to follow the complicated changes from time to time, if not actually from year to year. These changes more especially applied to the number of horses or oxen by which carts and waggons could be drawn, and efforts were made to enforce the ever-varying regulations by exceptionally severe penalties. The Act 5 Geo. I., c. 11, for example, authorises any person to seize and keep possession of such number of horses as might be attached to a carter's waggon in excess of six, or to a cart, for hire, in excess of three; though 16 Geo. II, c. 29, states that, as the restriction of three horses to a cart, under the Act of Geo. I., had been found inconvenient for farmers, and highly detrimental to the markets of the Kingdom, the number could be increased to four.
In reference to these legislative restrictions on the number of horses a farmer might attach to a single cart, it is said in "A General View of the Agriculture of Shropshire," by Joseph Plymley, Archdeacon of Salop (1803): "Were farmers permitted to draw any number of horses, it would be of great public utility in lowering the price of these animals, which is now enormously high. The law, as it now stands, acts as a prohibition to farmers breeding horses; for a breeding mare, or a colt under five years old, is not fit to draw one of four in a waggon, with no more than 60 bushels of barley or wheat, which is the common load of the Shropshire or Staffordshire farmers, neither being more than two tons. … Another evil occasioned by the law is that such farmers are obliged to keep horses of the largest size, which consume the produce of much land by eating a large quantity of corn." Whereas good waggon-horses could formerly be bought at from £10 to £15 each, they were then, "by their scarcity," costing from £25 to £35 each. Coach-horses cost "from £40 to £60."
The various provisions in respect to number of horses or oxen per cart or waggon failed to keep down the loads to a weight suited to the deficiencies of the roads—which deficiencies had continued, notwithstanding the turnpikes—and a further step was taken under 14 Geo. II., c. 42, which authorised turnpike trustees not only to erect weighing machines but to impose an additional toll of twenty shillings per cwt. on any waggon which, together with its contents, had a total weight exceeding 60 cwt. By Geo. II., c. 43, the trustees were authorised to levy the same additional toll on any vehicle drawn by six horses.
In addition to adopting these various restrictions on the weights carried, Parliament had devoted much attention to the construction of the vehicles employed. One of the provisions of an Act passed in 1719 was a regulation