From as late as about 1855 there comes to the writer a vision of a pedlar, muddled with drink, riding home in his little square box cart and the faithful dog drawing the cart and the man as well, and also a faint echo of "shame" from some bystanders. Verily the fable must in those days have been true, that when the goddess Fidelity was lost among men, after long searching, she was found in a dog-kennel!
A picturesque part of the old system of locomotion was, of course, the turnpike. The keepers of toll-gates found their principal customers in the numerous coaches and the wagons which travelled up and down the main roads, for the farmers could, and frequently did, by a little mutual contriving, manage a cross-cut by their field-ways on to the main road on the town side of a toll-gate, as in the case of Bassingbourn and the Baldock Road into Royston. For the wagon traffic, which conveyed much heavy merchandise, the older toll-gates had a weigh-bridge attached to them so that the weight might be ascertained and charged according to their scale. In later times the regular coaches generally ran through without being stopped, and paid the toll periodically.
The turnpike-road to Caxton—or rather from Royston Cross to Wandesford Bridge in the county of Huntingdon, of which the southern part from Royston to Kisby's Hut formed one Trust, is said to have been the first turnpike-road in England.
Certainly the various Acts of Parliament for its repair and maintenance date back to the time of Queen Anne, if not earlier, and, after turning up in Acts all through the reigns of the Georges, ended with the Act of 1822 under which the old Trust was managed in the times of the modern coaching days. The traffic never was sufficient to maintain the road without resorting to a rate upon the neighbouring lands, owing to the diversion of a good deal of the coaching and wagon traffic at Royston for Cambridge, and the Trustees were often in great straits, and on the horns of a dilemma—if they charged enough toll to pay their way, the traffic was driven off the roads; if they modulated their charges the roads went to the bad.
Money was advanced by private individuals upon the security of the tolls, and the road between Royston and Arrington was always in debt and dirty. So bad was it that the mail coaches were delayed, the Postmaster-General came down upon the trustees, and Mr. McAdam, the surveyor to the trustees (at a salary of L50 per annum), whose hands were full of surveying at that time in various parts of England, reported that though the road was "not indictable at common law, it certainly was not in a fit condition to travel upon, at the speed which the excellent regulations of the Post Office require." "It required fourteen hundred tons of material and one thousand pounds value in labour to put it into a proper condition, at a cost of L7,500, or about L500 a mile"!
That this state of insolvency was not due to tolls being too low is evident from the fact that a petition was presented to the trustees, setting forth that the tolls were so high as to drive the traffic off the road. Eightpence per horse at both gates was a considerable sum between Royston and Kisby's Hut. Again and again the bankrupt condition of the road, both in solidity and finance, was submitted to the Postmaster-General and the Treasury Authorities in the hope of getting some relief from that quarter, and in 1833 the Trustees, despairingly, stated that upon the success of their application for a subsidy (including L1,500 to cut through Arrington Hill), depended the question of keeping open "this most important line of general communication."
Between 1790, when the Kneesworth toll bar produced about L5 a week, and 1820, there was a considerable increase in the traffic on the roads, and the highest figure reached was in 1828, when the amount realized from the Kneesworth and Caxton toll gates was L1,367 for the year. As coaching declined, the turnpike receipts fell off so much that by 1847 the Kneesworth and Caxton toll-gate receipts had dwindled down, in twenty years, from L1,367 to L282 a year! That the railway did not knock all the horses off the road, but on the contrary brought them on for other purposes, is evident from the fact that after the establishment of a railway station at Royston the above toll-gate receipts went up again in the next twenty years to L600 a year!
The Wadesmill Turnpike Trust (from Royston to Wadesmill) was a much more profitable road, as it included some of the Cambridge as well as the North Road traffic. Indeed, for three years before the London Road hill was cut through, the tolls from Royston to Wadesmill were let to Mr. Flay for L4,090 per annum, and in 1839 after the cutting was finished, they were let for L4,350, the highest sum ever made under this Trust.