THE BATH ROAD

This, the fourth volume in a series of books having for its object the preservation of so much of the Story of the Roads as may be interesting to the reading public, has been completed after considerable delay. The Dover Road, which preceded the present work, was published so long ago as the close of 1895, and in that book the Bath Road was (prematurely, it should seem, indeed) described as “In the Press.” Attention is drawn to the fact, partly in order to point out how quickly and how surely the old-time aspects of the roads are disappearing; for, since the Bath Road has been in progress, no fewer than four of the old inns pictured in these pages have disappeared, while great stretches of the road, once rural, have become suburban, and suburban streets have been so altered that they are in no wise distinguishable from those of town. It is because they will preserve the appearance and the memory of buildings that have had their day and are now being swept off the face of the earth, that it is hoped these volumes will find a welcome with those who care to cherish something of the records of a day that is done.

CHARLES G. HARPER.

Petersham, Surrey,
February, 1899.

THE ROAD TO BATH

I

The great main roads of England have each their especial and unmistakeable character, not only in the nature of the scenery through which they run, but also in their story and in the memories which cling about them. The history of the Brighton Road is an epitome of all that was dashing and dare-devil in the times of the Regency and the reign of George the Fourth; the Portsmouth Road is sea-salty and blood-boltered with horrid tales of smuggling days, almost to the exclusion of every other imaginable characteristic of road history; and the story of the Dover Road is a very microcosm of the nation’s history. Nothing strongly characteristic of England, Englishmen, and English customs but what you shall find a hint of it on the Dover Road. As for the Holyhead Road, it traverses the Midland territory of the fox-hunting and port-drinking squires, and reeks of toasts and conjurations of “no heel-taps;” the great North Road is an agricultural route pre-eminently; the Exeter Road the running-ground of some of the fleetest and best-appointed coaches of the Coaching Age; while the Bath Road was at one time the most literary and fashionable of them all.

The best period of the Bath Road was peculiarly the era of powder and patches; of tie-wigs, long-skirted coats, and gorgeous waistcoats; of silk stockings and buckled shoes; when the test of a well-bred gentleman was the making a leg and the nice carriage of a clouded cane; when a grand lady would “protest” that a thing which challenged her admiration was “monstrous fine,” and a gallant beau would “stap his vitals” by way of emphasis. It was a period of rigid etiquette and hollow artificiality; but a period also of a grand literary upheaval, and an era in which people were not, as now, merely clothed, but dressed.

Bath at this time was the most fashionable place in all England. Did my lady suffer from that mysterious eighteenth-century complaint “the vapours,” she journeyed to “the Bath.” Did my lord experience in the gout a foretaste of the torments of that place popularly supposed to be paved with good intentions, he also went to Bath, in his private carriage, cursing as he went; while the halt, the lame, the afflicted of many diseases, came this way; some posting, others by stage-coach, and yet more riding horseback. Every invalid, hypochondriac, and malade imaginaire who could afford it went to Bath, for continental spas had not then become possible for English people, and the nauseating waters of Aix, Baden, and other places simply trickled unheeded away.

Every invalid, in fact, who could afford it, went to Bath, and the mentally afflicted, who could not go, were sent thither; so that the saying which is now become proverbial (and whose origin and subtle innuendo seem in danger of being lost) arose, “Go to Bath,” with the rider, “and get your head shaved;” the lunatics who were sent to those healing waters usually being thus tonsured. This derisive phrase was used toward any one who propounded a more than ordinarily crack-brained project. It is, perhaps, scarcely necessary to say that it has no sort of connection with the modern music-hall vulgarism, “Get your hair cut!”

Another theory—but one more ingenious than acceptable—has it that the phrase derives from Bath having always been a resort of beggars. What, then, more natural, we are asked, than for one accosted by a mendicant to recall this topographical notoriety, and bid the rogue “go to Bath”? For, according to Fuller, that worthy author of the “Worthies,” there were “many in that place; some natives there, others repairing thither from all parts of the land; the poor for alms, the pained for ease. Whither should fowl flock in a hard frost but to the barn-door? Here, all the two seasons, being the general confluence of gentry. Indeed, laws are daily made to restrain beggars, and daily broken by the connivance of those who make them; it being impossible, when the hungry belly barks and bowels sound, to keep the tongue silent. And although oil of whip be the proper plaister for the cramp of laziness, yet some pity is due to impotent persons. In a word, seeing there is the Lazar’s-bath in this city, I doubt not but many a good Lazarus, the true object of charity, may beg therein.” The road, then, to this City of Springs must have witnessed a motley throng.

II

The history of travelling, from the Creation to the present time, may be divided into four periods—those of no coaches, slow coaches, fast coaches, and railways. The “no-coach” period is a lengthy one, stretching, in fact, from the beginning of things, through the ages, down to the days of the Romans, and so on to the era when pack-horses conveyed travellers and goods along the uncertain tracks, which in the Middle Ages were all that remained of the highways built by that masterful race. The “slow-coach” era was preceded by an age when those few people who travelled at all went either on horseback, with their women-folk clinging on behind them, or else were wealthy enough to be able to afford the keep or hire of a “chariot,” as the carriages of that time were named. That sinful old reprobate, Samuel Pepys, lived in the last days of the “no-coach” period, and saw the arrival of the slow coaches. He was one of those who used a chariot, and his “Diary” is full of accounts of how, on his innumerable journeys, he lost his way because of the badness of the roads, which then ran through vast stretches of unenclosed, uncultivated, and sparsely inhabited country, and were so fearfully bad that in many places the drivers did not dare to attempt such veritable “sloughs of despond,” but drove around them over the hedgeless fields, thus making new tracks for themselves. In this way the origin of the winding character which many of our roads still retain is sufficiently accounted for.

The “slow-coach” era was, absurdly enough, that of the “flying machines,” and in that era, with the year 1667, the coaching history of the Bath Road may be said to begin, when some greatly daring person issued a bill announcing that a “flying machine” would make the journey. It is not to be supposed that this was some emulator of Icarus or predecessor of the ambitious folks who for the last hundred years, more or less, have been trying to navigate the air with balloons or mechanical flying machines. Not at all. This was simply the figurative language employed to convey to those whom it might concern the wonderful feat that was to be attempted (“God permitting,” as the advertiser was careful to add), of travelling by road from the “Bell Savage,” on Ludgate Hill, to Bath in three days. But here is the announcement:—

The rush of fashionables to take the waters, and see and be seen, had obviously not then commenced, since one crawling “flying machine” sufficed to accommodate the traffic; and it was not until thirty-six years later that it did begin, when Queen Anne (who, alas! is dead) resorted to “the Bath” for the benefit of the gout. What says Pope?

“Great Anna, whom Three Realms obey,
Does sometimes counsel take, and sometimes tay.”

If she had taken tea more consistently and drank less port, she would have been just as great and not so gouty—and Bath would have remained in that semi-obscurity in which it had long languished. No crowds of fashionables, no truckling statesmen, no wits, would have hastened down the road and peopled it so brilliantly had not Anne’s big toe twinged with the torments of the damned; and it seems likely enough that this book would never have been written. Under the circumstances, therefore, the most appropriate toast for the author and the Mayor and Corporation of Bath to honour is that favourite old one, “High Church, High Farming, and Old Port for Ever,” especially the last, “coupling with it,” as they used to say before the custom of giving toasts died out, the honoured memory of Queen Anne.

Another three-days-a-week coach then began to ply between London and Bath. In 1711 it had a rival, and five years later saw the establishment of the first daily coach from London. Thomas Baldwin, citizen and cooper of London, saw money in the venture, and, like the hero of one of Bret Harte’s verses, who “saw his duty a dead sure thing,” he “went for it, there and then.” He would seem to have secured it, too, for he held the road for many years against all rivals, and was, moreover, landlord of one of the foremost hostelries on the road—the “Crown,” at Salt Hill.

COACHING MISERIES. (After Rowlandson.)

His rivals were many, and, considering the popularity to which Bath soon attained, they must all have done well. Indeed, the establishment of a new coach to Bath would now appear to have been a favourite form of speculation, and Londoners found many such advertisements as the following:—

The invalid who trusted himself to the stage-coach of that period had, however, many risks to run. Doctors might recommend the waters, but before the patient reached them he had to endure a two days’ journey, and even at that to bear a very martyrdom of bumps and jolts. For that was just before the time when coach-proprietors began to announce “comfortable” coaches “with springs,” just as, a little earlier, they had laid great stress on their conveyances being glazed, and (to skip the centuries) as railway companies nowadays advertise dining and drawing room cars. Here are some coaching woes:—

“Just as you are going off, with only one other person on your side of the coach, who, you flatter yourself, is the last—seeing the door opened suddenly, and the landlady, coachman, guard, etc., cramming and shoving and buttressing up an overgrown, puffing, greasy human being of the butcher or grazier breed; the whole machine straining and groaning under its cargo from the box to the basket. By dint of incredible efforts and contrivances, the carcase is at length weighed up to the door, where it has next to struggle with various obstacles in the passage.”

The pictorial commentary upon this text is appended, together with a view representing passengers refreshed by being overturned into a wayside pond.

The first mail-coach that ever ran in England ran between London and Bristol, and set out on Monday, August 2, 1784. Hitherto the letters had been conveyed by mounted post-boys, often provided with but sorry hacks, and always open to attack at the hands of any bad characters who might think it worth their while to intercept the post-bags. This risk led the more cautious persons, and those whose correspondence was of particular importance, to despatch their letters by the stage-coach, although the cost in that case was 2s. as against the ordinary postal charge of only 4d. for places between 80 and 120 miles distant.

A clever and enterprising man resident at Bath had noted these things. This was John Palmer, the proprietor of the Bath Theatre. He not only noted them, but devised a plan by which the post was rendered swifter and more secure. The stage-coaches of that time took thirty-eight hours to accomplish the journey between London and Bath, and, although safer for the carriage of correspondence than by post-boy, were not so speedy. Palmer had frequently travelled the roads, and he rightly conceived thirty-eight hours to be too long a time to take for a journey of 106 miles. He drew up a scheme for a mail-coach to carry four inside passengers, a coachman, and a guard, and to be drawn by four horses at the rate of between eight and nine miles an hour. In this manner, he argued, the journey between Bath and London should be accomplished, including stoppages, in sixteen hours. This plan, which he made as an instance, to be extended, if successful, to the other main roads throughout the kingdom, he communicated to the General Post Office. Two years passed before Palmer could get his proposals tried, but arrangements were eventually made, agreements entered into with five innkeepers along the London, Bath, and Bristol Road, for the horsing of the coach, and the first mail despatched from Bristol to London, August 2, 1784. The mounted post-boy’s day was nearing its close, and by the summer of 1786, the trunk roads knew him and his post-horn no more.

The mail-coaches enjoyed great privileges, of which the greatest was their exemption from all turnpike tolls, and the right exercised by the Post Office of indicting roads which might be out of repair or in any way dangerous. By the year 1810, mail-coaches had increased so greatly that the estimated annual loss of the various turnpike trusts on this exemption was £50,000. And all the while the postal business was increasing by leaps and bounds, although the price of postage was increased from time to time to help supply the Government, which speedily came to recognize the Department as a milch cow, and to demand increasing annual payments from it, to help pay the costs of waging Continental wars.

Let us see what the postage between London, Bath, and Bristol was at different periods. The charges were regulated by distances, and one of the schedule measurements, “exceeding 80 miles and not exceeding 150 miles,” just includes these two towns. We find, then, that it was possible to get a letter conveyed that distance in 1635 for 4d., while a bulky package weighing one ounce cost 9d. in transmission; not extravagant charges for that far-off time, even allowing for the greater purchasing power of money in the first half of the seventeenth century. Twenty-five years later the scale was altered, and one could despatch a note for a penny less, although it cost 3d. more for an ounce weight. From 1711 to 1765, the scale was—

and from 1765 to 1784 the charges were again raised, to 5d. and 1s. 8d. respectively. Matters then went from bad to worse. In the beginning of 1797, the figures were 7d. and 2s. 4d.; while the climax was finally reached at the beginning of this century, for on July 9, 1812, it cost 9d. to send a note between London, Bath, or Bristol, and 3s. for one ounce. A singular fact, in face of these repeated increases, was the growth of the Post Office revenues. In 1796, the net profit was £479,000; ten years later it had risen to considerably over one million sterling. The Bristol profit on Post Office business was £469 in 1794-5, and at that time the postmaster received a salary of £110 per annum. The Bath postmaster’s billet was the best in the service, for he received £150, and, moreover, had the assistance of one clerk and three letter-carriers.

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