As has been shown by the mileage warrant the remuneration paid to the coach proprietors for horsing the mails was, with the exception of two or three cases, always very small. How they contrived to make any profit out of it, with at first only four passengers, is to me a mystery. I can only suppose that the fares charged to the passengers were very high. As the roads improved, and the conveyances were made more comfortable and commodious, three outside passengers were allowed to be carried, and the pace being accelerated, no doubt many of the mails had a pretty good time of it till the roads were sufficiently improved for the fast day coaches to commence running. Up to this time the only competition they experienced was that of the slow and heavy night coaches, and all the "élite" who did not object to pay well for the improved accommodation, travelled by the mails, which were performing their journeys at a good speed considering the then condition of the roads.
In the year 1811, according to a table in the edition of "Patterson's Roads," published in that year, the mail from London to Chester and Holyhead, which started from the General Post-Office at eight o'clock on Monday evening, arrived at Chester at twenty-five minutes past twelve on the morning of the following Wednesday, thus taking about twenty-eight hours and a half to perform a journey of one hundred and eighty miles. The "Bristol" occupied fifteen hours and three-quarters on her journey of one hundred and twenty miles, whilst that to Shrewsbury, which at that time ran by Uxbridge and Oxford, consumed twenty-three hours in accomplishing the distance of one hundred and sixty-two miles, and, as Nimrod remarked in his article on the Road, "Perhaps, an hour after her time by Shrewsbury clock." This shows a speed of nearly eight miles an hour, which, if kept, was very creditable work; but upon this we see that Nimrod casts a doubt, and he adds "The betting were not ten to one that she had not been overturned on the road."
By the year 1825, some considerable acceleration had taken place. The Shrewsbury mail, which had then become the more important Holyhead mail, performed the journey to Shrewsbury in twenty hours and a half, and was again accelerated in the following year, but to how great an extent I have no knowledge. I only know that a few years later the time allowed was reduced to sixteen hours and a quarter, and she was due at Holyhead about the same time as, a few years previously, she had reached Shrewsbury, or twenty-eight hours from London; and thus, owing in a great degree to the admirable efficiency of Mr. Telford's road-making, surpassing by six hours the opinion expressed by him in the year 1830, that the mail ought to go to Holyhead in thirty-four hours. The remuneration paid to the horse contractors was, with very few exceptions, always very small, as the table already introduced shows.
Notwithstanding all the improvements in the mails, however, when the fast day coaches became their rivals, they more and more lost their good customers and then began the complaints about the small amount paid by the post-office. So much, indeed, did this competition tell, that when the Shrewsbury mail became the Holyhead, and changed its route from the Oxford road to that through Coventry, the contractors would accept no less than a shilling a mile, fearing the opposition they would have to meet by those who had lost the mail on the other road. It was, however, largely reduced afterwards, but to what extent I have not ascertained; and again, upon an acceleration in 1826, it was increased to fourpence, with the proviso that if it shared less than four pounds a mile per month during the ensuing year, the price should be raised to fivepence.
The Chester mail also obtained a rise to sixpence at the same time, as it did not earn four pounds a mile; doubtless in consequence of its having ceased to carry the Holyhead traffic.
The dissatisfaction of the contractors, appears to have continued, and, indeed, became more intense as the coaches improved and multiplied, till at last a committee of the House of Commons was appointed to investigate the circumstances, which, however, I should have thought were not very far to seek; but at any rate, it elicited some good, sound, common sense from Mr. Johnson, the superintendent of mail coaches.
He was of opinion that anything under fivepence a mile was too little, and that mail coaches which received less than that were decidedly underpaid. Still the competition was so great that persons were generally found to undertake the contract for less; but he did not desire to bring forward persons to take it at less than threepence a mile, as it would be injurious to them if they excited that sort of opposition. He considered that a dividend of four pounds a mile a month was sufficient to cover loss, but with scarcely sufficient profit. Indeed, fast coaches ought to share five, and I can quite bear him out in this.
He was, evidently, a very sensible, practical man, and knew that innkeepers would be found to horse mails for almost nothing, merely for the sake of the prestige which attached to them, the increased custom they brought to the bar, and old rivalry, which was often exceedingly strong, and he preferred to pay a fair sum to be sure and keep responsible men.
He considered that mails, on account of the limited number of passengers, worked at a disadvantage when opposed by other coaches; and no doubt he was right, because if a coach carrying fifteen or sixteen passengers was nearly empty to-day, it would be remunerated by a full load to-morrow; whereas, the mail with only seven, when full, could not be reimbursed by one good load. It required to be pretty evenly loaded every day to make it pay.
He said a majority of our mail coaches are not earning what is considered the minimum remuneration for a public carriage.