It is perhaps in the Western Highlands and Islands of Scotland that the most trying conditions for the rural messengers present themselves. From Ullapool to Coigach and Rieff in Ross-shire, for example, a journey of twenty-six miles, the messenger travels out one day, and back again the next. Proceeding from Ullapool, the main road is followed for about three miles, when the man strikes off into the hills, and after a time reaches a river. This he is enabled sometimes to cross by means of stepping-stones; but so often does the water cover these, that he is generally obliged to ford it, and in doing so gets himself thoroughly wet. Then he pursues a course along or over one of the most dangerous rocks in Scotland for a distance of three or four miles, the rock in some places being so precipitous that he is obliged to cling to it for dear life.[2] After passing this rock he continues some distance further over the hills, and ultimately regains the main road, by which he completes his journey. Apart altogether from the dangerous character of the road, the distance which the post-runner has to walk day after day must necessarily be severe and trying work.

From Lochmaddy to Castlebay there is a chain of posts seventy-five miles long, served partly by foot-messengers, partly by horse-posts, and partly by boats. The line is intersected by dangerous ferries, one between Kilbride and Barra being six miles wide, and exposed to the full force of the waves from the Atlantic. From Garrynahine to Miavaig, in the island of Lewis, there is another dangerous service, partly by foot-post and partly by boat, the distance being seventeen miles. The road lies all through bog—a dreary waste—while the sea portion is on a most exposed part of the coast.

These are a few instances of the laborious and dangerous services performed by the rural postmen. Their brother officers in the towns, though in many cases having quite hard enough work (Mr Anthony Trollope tells that the hardest day's work he ever did in his life was accompanying a Glasgow postman up and down stairs on his beat), have not the exposure of the men in the country; and as they are familiar to the eyes of every one, any special notice of them here would be out of place.

It may, however, be mentioned, that the men who formerly delivered letters in small towns were not always in the pay of the Post-office or under its control. This appears by an official report of 1810, relating to the town service of Greenock, which runs as follows: "As the Greenock letter-carrier is not paid by Government, nor their appointment properly in us, they are of course elected by the magistrates or inhabitants of the town, who have the right to choose their own carriers, or call for their letters at the office."

CHAPTER V.

MAIL-PACKETS

The employment of vessels for the conveyance of mails seems to have passed through three several stages, each no doubt merging into the next, but each retaining, nevertheless, distinct features of its own. First, there was the stage when Government equipped and manned its own ships for the service; then there was an age of very heavy subsidies to shipping companies who could not undertake regularity of sailing without some such assistance; and now there is the third stage, when, through the great development of international trade and the consequent competition of rival shipowners, regularity of sailing is ensured apart from the post, and the Government is able to make better terms for the conveyance of the mails.

It is curious to take a glimpse of the conditions under which the early packets sailed, when they were often in danger of having to fight or fly. The instructions to the captains were to run while they could, fight when they could no longer run, and to throw the mails overboard when fighting would no longer avail. In 1693, such a ship as then performed the service was described as one of "eighty-five tons and fourteen guns, with powder, shot, and firearms, and all other munitions of war." A poor captain, whose ship the 'Grace Dogger' was lying in Dublin Bay awaiting the tide, fell into the hands of the enemy, a French privateer having seized his ship and stripped her of rigging, sails, spars, and yards, and of all the furniture "wherewith she had been provided for the due accommodation of passengers, leaving not so much as a spoone or a naile-hooke to hang anything on." The unfortunate ship in its denuded state was ransomed from its captors for fifty guineas. If we may judge from this case, the fighting of the packets does not seem always to have been satisfactory; and the Postmasters-General of the day, deeming discretion the better part of valour, set about building packets that should escape the enemy. They did build new vessels, but so low did they rest in the water that the Postmasters-General wrote of them thus: "Wee doe find that in blowing weather they take in soe much water that the men are constantly wet all through, and can noe ways goe below to change themselves, being obliged to keep the hatches shut to save the vessel from sinking, which is such a discouragement of the sailors, that it will be of the greatest difficulty to get any to endure such hardshipps in the winter weather." These flying ships not proving a success, the Postmasters-General then determined to build "boats of force to withstand the enemy," adopting the bull-dog policy as the only course open in the circumstances. It may be interesting to recall how these packets were manned. In May 1695 the crews of the packets between Harwich and Holland were placed on the following footing:—

Per mensemPer mensem
Master and Commander,£1000Gunner's mate,£1150
Mate,3100Quartermaster,1150
Surgeon,3100Captain's servant,100
Boatswain,35011 Able seamen at £1, 10s.,16100
Midshipman,1150Agent's instrument,200
Carpenter,350
Boatswain's mate,1150In all,£5000