The History of the Post Office, from Its Establishment Down to 1836

by Herbert Joyce

The decision at which the Government arrived appears in the Act of 1794, which established a line of packets between England and the Channel Islands. The packet station was to be at Weymouth, the passage from Weymouth being shorter than from Southampton, and Southampton Water being difficult to leave when the wind was contrary. For a single letter the postage, over and above all other rates, was fixed at 2d., and for a double and treble letter in proportion. Thus the cost of a single letter from London to the Channel Islands would remain the same as before. Hitherto there had been paid 4d. for postage from London to Southampton, 1d. to a factor at Southampton, 1d. for conveyance across, and 1d. to the island post office—for the islands had a post office, although it was a private one, and not under the control of the postmasters-general—making 7d. altogether. Now the charge would be the same, namely, postage to Weymouth 5d., and 2d. for the packet postage. By the same Act of Parliament rates of postage were imposed within the islands similar to those which existed in England.

The abuses of franking now came under notice again. Ten years had elapsed since the passing of the Act which provided that a letter, to be exempt from postage, must bear on the outside, as part of its superscription, its full date written in the member's own handwriting, and be posted on the date which the superscription bore. Of course, the object of the provision was to confine the privilege to members themselves, and to prevent them from obliging their friends at a distance with franks; but this object was almost universally defeated by the simple expedient of sending to their friends franks that were post-dated. It was a common occurrence for franks dated on the same day and by the same member to be sent from places three or four hundred miles apart.

The bankers who sat in Parliament were the chief offenders. Little did they think that an exact account was being kept of every frank that passed through the London Post Office, or assuredly they would hardly have ventured to keep their friends and customers supplied, as it was their practice to do, with the means of evading postage. How many bankers sat in Parliament in 1794 we are not informed; but whatever the number was, we know that during the three months ending the 10th of October in that year there passed through the London Post Office no less than 103,805 letters franked by them, a number larger by one-fifth than the letters of the Court and all the public offices of the State combined.[75] During the same period those members of Parliament who were merchants and not bankers contented themselves with the comparatively modest number of 27,111. Two or three years before it had leaked out that the Government were considering whether a strenuous effort should not be made to abolish the franking privilege altogether, and it was no secret to the Post Office that in anticipation of such an event the banking houses which had a partner in Parliament had concerted arrangements for sending their letters by the coaches in boxes.

The Government were now resolved that, if the abuses of franking could not be stopped, they should at all events be restricted, and with this object a bill was brought in which passed into law in 1795. Under this statute the weight which a member could frank was reduced from two ounces to one ounce; no letter was to be considered as franked unless the member whose name and superscription it bore was within twenty miles of the town at which it was posted either on the day of posting or on the day before; and in the course of one day no member was to send free more than ten letters or to receive free more than fifteen.

The same statute which restrained the abuses of franking made a not unimportant concession. In an Act passed in 1753 a clause had been inserted providing that a letter containing patterns or samples, if it did not weigh as much as one ounce, was to be charged as a double letter and no more. This was now improved upon. Under the Act of 1795 a packet of patterns or samples might, on certain conditions, pass as a single letter. These conditions were that it did not exceed one ounce in weight, that it was open at the sides, and that it contained no writing other than the name and address of the sender and the prices of the articles of which he sent specimens.

A few months later another advance was made. At Lombard Street great inconvenience had been caused by the late arrival of the letters from the West End. The sorting began at five o'clock in the evening, and the mails were despatched at eight; but it was not until nearly seven that the bulk of the letters from the West End were brought in by the runners. Thus, while the first two hours of the evening were hours of comparative idleness, the last hour was one of extreme pressure. Occasionally, we are told, there would at a quarter before seven o'clock be lying on the sorting table as many as 14,000 letters, all of which had to be disposed of by eight. At the present day 14,000 letters would be regarded as a mere handful. In 1796 it was a number which it taxed the utmost resources of the Post Office to dispose of within the allotted time.

How to relieve the pressure between the hours of seven and eight was now the question to be solved; and the presidents who had succeeded to Bonnor's place when this person was got rid of suggested that the object might be attained if, instead of the letters from the West End being brought to the General Post Office by runners, light carts were employed to bring them. Two carts would be enough for the purpose. One might start from Charing Cross and the other from Duke Street, Oxford Street, picking up bags at the different offices on their way. Thus the letters would reach Lombard Street earlier by some thirty minutes than heretofore, and there would be more time to sort and charge them. The drivers should, of course, be armed. The plan was adopted, and answered well; and this was the origin of what is called the London Mail-Cart and Van Service, a service in which are now employed daily as many as 550 vehicles.

Since the introduction of mail-coaches the robbery of mails on the main roads of the kingdom had entirely ceased. Now and then, but very rarely, there had been pilfering from a mail-coach as, through the default of those in charge, it stood at an inn door unguarded; and there had, no doubt, been one serious case of theft. On the 24th of October 1794 a man, giving the name of Thomas Thomas, went down by the mail-coach from London to Bristol, and returned on the following day. This journey he repeated on the 2nd, 3rd, and 4th of November, and on the last-mentioned date, when the guard's back was turned, he took advantage of the mail-box being left unlocked to steal the mails. But this was a case of theft, and not of robbery.

During the twelve years which had elapsed since Palmer's plan was established there had not been one single instance in which a mail-coach had been molested by highwaymen. Far otherwise was it with the horse and cross-post mails. In 1796 the distance over which these mails travelled was, in England, about 3800 miles, and hardly a week passed without intelligence reaching headquarters that in some part or other of their course they had been stopped and robbed. Some roads enjoyed an unenviable notoriety in this respect, as, for instance, the road between Barton Mills and Lynn in Norfolk, the road between Bristol and Portsmouth, and, above all, the road between Chester and Warrington. Between these two places, indeed, the mail had only recently been robbed on four different occasions.

Manchester and other towns now took the matter up, and urged that mail-coaches might be established on the roads where the robberies took place, not because coaches were necessary to carry the letters, but on account of the security which they afforded. Freeling proposed as an alternative that the horse and cross-post mails should be guarded. To supply the existing post-boys, or riders, as they were then termed, with firearms would have been worse than useless. They were mere boys—many of them not yet fourteen years of age—and with firearms in their possession they would have been more likely to shoot themselves than their assailants. Accordingly, Freeling proposed that no riders should be employed who, besides being of approved character, were not between the ages of eighteen and forty-five; that they should each be furnished with a brace of pistols, a cutlass, and a strong cap for the defence of the head; and that, in consideration of an increased allowance to be made by the Post Office, the postmasters whose servants the riders were should be required to provide them with better horses than those hitherto in use.