In his Autobiography, Mr Anthony Trollope, many years a Post-office surveyor, records how he was employed in England, for a considerable period about the year 1851, revising and extending the rural-post service; and he there mentions the frequency with which he found post-runners to be employed upon routes where there were but few letters to deliver—while in other directions, where postal communication would have been of the utmost benefit, there were no post-runners at all. This state of things had no doubt had its origin in the efforts of influential persons, at some previous time, to have the services established for their own personal benefit; while persons in other districts, having less interest at headquarters, or being less imperious in their demands, were left out in the cold, and so remained beyond the range of the civilising influence. The posts in such cases, once established, went on from year to year; and though the arrangements were out of harmony with the surroundings, very often nothing was done—for in all likelihood no one complained loud enough, or, at any rate, in a way to prove effective.
But though the Department did wake up to the need for a better distribution of its favours in the country districts in 1851, there were earlier instances of surveyors attemptingto lay down the posts for the general good, instead of for a select few, and in these cases the surveyors had sometimes a hard battle to fight. The following report from a surveyor in Scotland, written in the year 1800, will illustrate what is here mentioned. It is given at length, and will possibly be found worthy of perusal; for it not only shows both spirit and independence on the part of the surveyor, who was evidently a man determined to do his duty irrespective of persons, but it sheds some light on the practices of the post-runners of that period, and their relations with their superiors on the one hand, and the public on the other. It affords us, too, a specimen of official writing remarkable for some rather quaint turns and expressions. The report proceeds:—
"I am much obliged by the perusal of my Lord ——'s card to you of the 29th ultimo, with the copy of a fresh memorial from his lordship and other gentlemen upon the long-argued subject of the alteration of the course of the post betwixt Perth and Coupar-Angus.
"It is certainly one of those cases which hath become of tenfold more importance by the multiplicity of writing, than from any solid reasoning or essential matter of information to be drawn from it.
"It having fallen to my official duty to execute the alteration of this post proposed by my late colleague Mr ——, to whose memory I must bear testimony, not only of his abilities, but his impartiality in the duties of his office, and under the authority of the late respectable and worthy Postmaster-General Mr ——, whose memory is far above any eulogium of mine, I considered the measure as proper and expedient, equally for the good of the country in general, and the revenue under the department of the Post-office; and I can with confidence deny that it was 'hastily, inconsiderately, or partially' gone into, as thismemorial would wish to establish. In this capacity, and under these circumstances, it is no wonder I could have wished the epithets used against this official alteration, ofignorance, arbitrary and oppressive proceedings, to have dropped from a person less honourable, respectable, and conspicuous than I hold the Honble. —— at the head of this memorial. Before this last memorial was presented, I understood from Mr ——, Secretary, in the presence of Lord ——, that any further opposition upon the part of the Blairgowrie gentlemen to a re-alteration was now given up; indeed this cannot be surprising if they had learned, as stated in the memorial, page 9, that they had protested, did now protest, and would never cease to complain loudly of it, until they obtain redress. Whether this argument is cool or arbitrary I have not time nor inclination to analyse, but having been removed from this ancient district of road, and given my uniform opinion upon the merits of the alteration itself, I have no desire to fight the memorialists to all eternity. Before, however, taking final leave of this contest, and of a memorial said to be unanswerable, I consider myself in duty and honour called upon to vindicate the late Mr ——, as well as myself, from the vindictive terms of 'ignorance, arbitrary, and oppressive' implied in the memorial, and which, if admittedsub silentio, might not be confined to the mismanagement of the Post-office, but to every other department of civil government. In order to this, I shall as briefly as I can follow the general track of the memorial, as of a long beaten road in which, if there is not safety, there is no new difficulty to encounter. It is needless to go over the different distances,—I am ready to admit them—they have not formed any material part of the question,—and the supposed ignorance of the surveyor here is not to the point. The alteration neither did nor should proceed upon such mathematical nicety.The idea of posts is to embrace the most extensive and most needful accommodation. In establishing a post to Blairgowrie it was neitherignorant nor arbitraryto take the line by Isla Bridge, which was the centre of the country meant to be served by it—that is, the Coupar and the Stormont and Highland district. It is of some consequence to observe here, that with all the great and rapid improvements mentioned in the memorial, of the lower or Coupar district, the upper or Stormont district was, upon the first year's trial, above one-half of its revenue to the Post-office, the second nearly or about three-fourths, and continuing to increase in proportion. Coupar-Angus revenue for the year ending 10th October last was £159, 3s. 7d., and Blairgowrie £123, 4s. 10d. Now, if the Coupar district of country, which contains in it a populous market-town, can produce no more than this proportion for the whole district, it is evident that the district of Stormont, with only as yet a little village for its head town, has more correspondence in regard to its state of agriculture and improvement as an infant district, than the parent district with its antiquity can lay claim to, and equally well entitled at least to be protected and nourished. Much is said of the memorialists' line of road, and of its being one from time immemorial. I have said in a former paper that this may be the case; many of the roads in Scotland, God knows, are old enough. But unless the feudal system should still exist upon any of them, I know of no law, no regulation, no compulsion, that can oblige the post, more than any other traveller, to take these old beaten tracks where they can find any other patent or better road. Nay, more,—as a traveller, I am entitled to take any patent road I choose, good or bad; and the moment this privilege is doubted in regard to the post, you resign at once the power of all future improvements so far as it belongs to yourofficial situation to judge it, and let or dispose of in lease the use of your posts to particular and local proprietors of lands, who will be right to take every advantage of it in their power, and include it specifically in the rental of their estates, as I have known to be the case with inns in which Post-offices had formerly been kept.
"There are three great roads to the north of Scotland from Perth (besides one by Dunkeld)—viz., one by Dundee, &c., one by Coupar, &c., and one by Blairgowrie, which run not at a very great distance in general from each other in a parallel line. The great post-line or mail-coach road is by Dundee; and there is little chance, I believe, of this being departed from, as there is no other that can ever be equally certain. The next great road to the westward is by Coupar and Forfar, &c., and is supplied by branch-posts from the east or coast line. And the third or upper line is by Blairgowrie and Spittal of Glenshee, which have no post for 50, 60, or 70 miles; and if ever that part of the country is to have the blessing of a regular post, it surely ought not to be by branching from the coast-line through all the different centres, but by the more immediate and direct line through Blairgowrie. Every one will call his own line the great line; but surely, if I am to travel either, I should be allowed to judge for myself; and I believe it would be thought veryarbitraryindeed, if, before I set out, a proprietor or advocate for any of these great lines should arrest my carriage or my horse, and say, You shall not proceed but upon my line. I confess myself so stupid that I can see no difference betwixt this and taking it out of the power of the Post-office to judge what line they shall journey mails. If this is not the case, then all the present lines of the post, however absurd and ridiculous they now are or may become, must, as they were at the beginning and now are, remain so for ever. And I would expectnext to see legal charters and infeftments taken upon them as post-roads merely, and travellers thirled to them as corn to a mill. But in regard to the voluminous writings already had upon this subject, and now renewed in this last memorial, it may be necessary to be a little more particular.
"Setting the distances aside, which no persons should have a right to complain of except the inhabitants of Coupar and beyond it, by any delay occasioned on that account, what is the whole argument founded upon? That, by the alteration, the memorialists, some of them in the near neighbourhood of Coupar-Angus, but betwixt Perth and it, have had the privilege from time immemorial, as it is said, of receiving their letters by the post from Perth, and sending them back by the same conveyance to Perth, without benefiting the Revenue a single sixpence, which would accrue to it by such letters being either received from or put in at the office at Coupar-Angus, as they ought to be. For, so far as I understand the regulations of the office, they are to this purpose, that if any letters shall be directed for intermediate places, at least three-fourths from any Post-office, they shall be put into the bag and conveyed (if conveyed at all by post) to the Post-office nearest them, or at which they shall be written, one-fourth of the distance of the whole stage, and rated and charged accordingly. The Post-office could not be ignorant of this rule not being observed, for it was evident that very few letters for this populous and thriving district were put into the bag, except such as behoved to go beyond Coupar or Perth, and bearing the name of 'short letters.' It was impossible to convict the posts of fraud in carrying them without opening the letters, a privilege which cannot be exercised without much indelicacy as well as danger. But it required no penetration to discover that this was a very commodious and cheapway of corresponding, though it did not augment the revenue. It was an ancient privilege, and in that view it might be consideredarbitraryandoppressiveto meddle with or interrupt it. It is a little curious that the memorialists are principally gentlemen of property upon the road short of Coupar, and who require to be supplied daily with their small necessary articles from Perth. I have seen no remonstrance or complaint from the town of Coupar itself as to this alteration, nor of the consequent lateness of arrival and danger it is said to have occasioned, nor from a number of gentlemen beyond, whose letters come in the bag for the delivery of Coupar. The noise has chiefly been made by gentlemen who pay nothing for this post to Coupar-Angus, and it puts me in mind of an anecdote I met with of a gentleman who had influence enough with a postmaster in the country to get the post by his house, and deliver and receive his letters, proceeding by a line of road in which he avoided an intermediate office, and thereby saved an additional postage both ways.
"This line was also a very ancient one, and from time immemorial a line too upon which our forefathers had fought hard and bled; but their children somehow or other had discovered and adopted what they thought a much better line. I said the delivery of short letters was not all the advantages privately had by the old plan of the post to Coupar-Angus. This post was in the known and constant habit of carrying a great deal more than letters for the inhabitants short of, as well as for Coupar itself; and in the delivery of various articles upon the road, and receiving reimbursements for his trouble one way or other, he lost one-fourth of his time; and if, as the memorialists assert, there are fewer places to be served on the Isla road, it is a demonstration that the longest way is often all the nearest, and upon this head I have already ventured toassert, and still do, that by a regular management which may be easily accomplished, the post may come sooner by Isla to Coupar than ever it did formerly by the ancient road; and if it was possible to watch and hunt after the irregularity of the post as established upon the old system, the memorialists would find themselves in no better situation than they now are. I beg to mention here a specimen I met of this old system of private accommodation, with the consequence that followed, which may illustrate a little upon which side the imputation ofignorance,arbitrary, andoppressionmay lie. Having met this post with a light cart full of parcels, and a woman upon it along with the mail, I charged him with the impropriety of his conduct as a post, and threatened that he should not be longer in the service. 'Oh,' says he, 'sir, you may do as you please; I have served the country so long in this way, that if you dismiss me, the principal gentlemen on the road have determined to support me, and I can make more without your mail than I do by it.' He was dismissed. He was supported by a number of names which it is not now in my power to recollect, but which are well known in Coupar-Angus, and he issued in consequence hand-bills that, being now dismissed as a post, he would continue to carry on as before; and it was not till thearbitraryhand of the Solicitor of the Post-office fell upon him, that he would either have been convicted or discouraged from his employ.
"In this view, therefore, and not from ignorance, I know it is better for the Revenue in some instances to pay for 19 miles of a post, than 14 or 15, and to pay for three short runners than one long one. We have no greater faith in Blairgowrie than Coupar posts, and they were both put upon the same footing; and notwithstanding all the arguments stated against the measure, or upon theabsurdity,arbitrary, andoppression, so much insisted on, I am still humbly of the opinion, which was maturely weighed and decided, that the system now in practice was best for the Revenue, whatever it might be to particular individuals; and in this decision I only followed the coincident opinion of judgments much superior to my own.
"A great deal is said upon the danger of committing care of bags or letters to two separate runners instead of one. With regard to carrying letters privately, or executing commissions, it may be so. This is the great inconvenience felt from the change. But is there any instance where posts have opened any of the bags containing letters, and thereby committed felony? Is there any instance where a wilful and felonious delay has happened here more than may be natural to any change of bags anywhere else in the kingdom? I have heard of their not meeting sometimes so regularly in very bad or stormy weather. This will happen to the most regular mail-coaches and horse-posts in Britain; and before such general objections are to be founded upon, wilful and corrupt misconduct should be proved, such as I am able to do upon the old system of one post only.
"The poor blacksmith is next brought forward. I do not know that a man's character is to be decided by his calling. He was engaged by the Office to keep a receiving-house for the runners. He is paid for his trouble by Government, and is as much under the confidence and trust of the Office, till he proves himself unworthy of it, as the postmasters of Perth, Coupar-Angus, or Blairgowrie. It is not surprising, however, that this poor blacksmith should be in general terms decided unfit for such duty, when officers who should have been much better acquainted with thehammer and nails of office, do not know how to drive them!
"A very short explanation to the idea mentioned by the memorialists that the opposition by the Blairgowriegentlemen rose from the supposition that they were to be cut out of their post altogether. I never heard of this before, nor do I know this idea to have existed. The Blairgowrie district did not interfere with the Post-office, nor the Office with them, more than has happened in writing; nor, so far as consists with my knowledge, have I heard or understood that the Coupar district wished to deprive Blairgowrie of an office. That Coupar wishes to have Blairgowrie subservient to and passing through it is clear enough. But they do not advert that, as both Coupar and Blairgowrie are within one stage of Perth; had Coupar gone through Blairgowrie or Blairgowrie through Coupar, the law might say that one of them must pay an additional rate from Perth—that is, 4d. instead of 3d.; and which both Mr Edwards and I were clearly of opinion would rather have injured than improved the Revenue, as has been experienced in some similar cases. This legal distinction my Lord —— does not appear to have observed. It is, however, stated, that by this plan of going through Coupar to Blairgowrie a very easy and direct communication would be established betwixt the two places. This I have no doubt of for private business-parcels, money, &c., &c.; because it would be easier for Blairgowrie to communicate in this way by one runner, by one with Coupar and two to Perth, than by two to Coupar and two to Perth, and for Coupar to communicate with Perth by one than two each way. This is harping on the old key. But it is a reduction of service, like the shortening of the road here, I do not wish to see. I do not want a reconciliation of this kind; and whatever obloquy I may endure, with imputation ofignoranceand other general epithets of a similar kind, I believe the memorialists, upon cool reflection, may be more inclined to ascribe these observations to proceed from honest zeal rather than wanton opposition. If it should be otherwise, I shall remain very satisfied that I have given my judgment of it according to conscience; and I cannot be afraid, if it is necessary, that the whole writings upon the subject should be again submitted to the final decision of his Majesty's Postmaster-General. In regard to the power of altering the course of the posts, I am decidedly of opinion the question ought to go to their lordships' judgment; but as to any personal opposition to the memorialists, I disclaim it; and as they say they are determined to fight till they conquer, I would now retire from the contest, with this observation, that, though such doctrines and resolutions may be very good for the memorialists, they would, in my humble opinion, if generally expressed and followed, be very bad for the country."
It is really surprising how some of the ideas and practices of the feudal times still survive, ancient arrangements coming up from time to time for revision, as those who suffer acquire greater independence or a truer conception of their position in the State. Quite recently the Postmaster-General was called upon to settle a dispute between the Senior Magistrate of Fraserburgh and Lord —— (the local seigneur) as to who had the right to receive letters addressed to "The Provost" or "Chief Magistrate" of Fraserburgh, both parties claiming such letters. His lordship had hitherto obtained delivery of the letters, on the ground of his being "heritable provost" or baron-bailie, titles which smell strongly of antiquity; but the modern Provost and Chief Magistrate being no longer disposed to submit to the arrangement, appealed to headquarters, and obtained a decision as follows—viz., that he being Senior Police Magistrate, should receive all communications addressed to "The Provost," "The Chief Magistrate," or "The Acting Chief Magistrate," and that Lord —— should have a right to claim any addressed to the "Baron-Bailie." The surpriseis, that the ancient method of disposing of the letters should have been endured so long, and that a town's Provost should have been so slighted.
Personal interest, unfortunately, often steps in to prevent or hinder the carrying out of reforms for the general good; even the selfishness of mere pleasure placing itself as an obstacle to the accomplishment of things of great consequence in practical life. The Post-office being called upon to consider the question of affording a daily post to a small place in Ireland, which until then had had but a tri-weekly post, a gentleman called upon the postmaster to urge that things might be left as they were, stating as his reason that the change of hours, as regards the mail-car, rendered necessary in connection with the proposed improvements, would not suit himself and some other gentlemen, who were in the habit of using the car when going to fish on a lake near the mail-car route! Is not this a case showing a sadlack of public spirit?
Travellers who are in the habit of journeying over the principal railway lines, must at some time or other have noticed certain carriages in the express trains which had an unusually dull and van-like appearance, though set off with a gilded crown and the well-known letters V.R., and that generally these carriages appeared to have no proper doors, and were possessed of none but very diminutive windows—on one side, at any rate. It will have been observed, also, that sometimes two, three, or more of such carriages are placed end to end in certain trains, and that a hooded gangway or passage enables those inside one carriage to visit any or all of the other carriages. When the small square holes or dwarf doorways which communicate with the outside are open, a glare of light is seen within, which reveals a variety of human legs and much canvas—the latter in the shape of mail-bags, either suspended from the walls of the carriage or lying on the floor. These carriages are what are called in the Post-office the "Travelling Post-office"; or, when brevity is desirable—as is often the case—the "T.P.O." There are several travelling Post-offices of more or less importance pursuing their rapid flight during the night in different quarters of the country; but the most important, no doubt, are the "Londonand North-Western and Caledonian," running from London to Aberdeen; the "Midland," running from Newcastle diagonally across England to Bristol; and the "London and Holyhead" travelling Post-office, by which the Irish mails to Dublin are conveyed as far as Holyhead.
Travelling Post-office
Travelling Post-office
If a stranger were allowed to travel in one of these carriages, the first thing that would probably take his notice would be the brilliant light which fills the interior; and the necessity for a good light to enable men, standing on a vibrating and oscillating floor, to read quickly all sorts of manuscript addresses, will be understood by whoever has attempted to peruse writing by the light derived from the ordinary oil-lamps of a railway carriage. Yet for years the light supplied in the Travelling Post-office has been given by improved oil-lamps, though more recently gas has been introduced in some of the carriages. The next thing he would notice would likely be the long series of pigeon-holes occupying the whole of one side of the vehicle, divided intogroups—each box having a name upon it or a number, and a narrow table running along in front of the boxes, bearing a burden of letters which the sorters are busily disposing of by putting each one in its proper place—that is, in the pigeon-hole, from which it will afterwards be despatched. Then hanging on the walls or lying under the table will be seen canvas bags and canvas sacks, each having its name stencilled in bold letters on its side; and somewhere about the floor great rolls of black leather, with enormously strong straps and buckles—the expanse of leather in each roll being almost sufficient to cover an ox. The use of these hides of leather will be described further on.
Theraison d'êtreof the travelling Post-office is to circumvent time,—to enable that to be done on the way which, without it, would have to be done before the train started or after it arrived at its destination, at the expense of time in the doing, and to collect and dispose of correspondence at all points along the route of the train—which correspondence would otherwise in many cases have to pass through some intermediate town, to be detained for a subsequent means of conveyance. The T.P.O. is one of the most useful parts of the machinery of the Post-office. Among the smaller things that might be observed in the carriage would be balls of string for tying bags or bundles of letters, cyclopean sticks of sealing-wax, a chronometer to indicate sure time, a lamp used for melting the wax, and various books, report-forms, seals, &c.
The stranger would be surprised, also, to see with what expedition an experienced sorter can pass the letters through his hands, seldom hesitating at an address, but reading so much of it as is necessary for his purpose, and, without raising his eyes, carrying his hand to the proper pigeon-hole, just as a proficient on a musical instrument can strike with certainty the proper note without taking his eye offhis music. In some cases—as in dealing with registered letters—a sorter has much writing to do; but, standing with his feet well apart, and holding a light board on his left arm on which to write, and further, by accommodating his body to the swinging of the carriages, he is able to use his pen or pencil with considerable freedom and success.
As the duties in the T.P.O. are for the most part performed during the night, the sorters employed have a great deal of night-work, and in some cases their terms of duty are very broken and irregular. Thus, with the hardships they have to endure in periods of severe frost, when no heating apparatus is supplied except a few warming-pans, they live a life of duty far removed from ease or soft idleness.
The large pieces of leather with stout straps attached, already referred to, called pouches, are used as a protection to mail-bags which have to be delivered by what is commonly known as the apparatus. The mail-bags to be so disposed of are rolled up inside one of these pouches; the ends of the leather are folded in; the whole is bound round with the strong leather straps; and, the buckles being fastened, the pouch is ready for delivery. But, first, let the apparatus itself be described. This consists of two parts: an arm or arms of stout iron attached to the carriage, which can be extended outwards from the side, and to the end of which the pouch containing the bag is suspended when ready; and a receiving net, also attached to the side of the carriage, which can likewise be extended outwards to catch the mails to be taken up—this portion acting the part of an aerial trawl-net to capture the bags suspended from brackets on the roadside. The apparatus on the roadside is the counterpart of that on the carriage, the suspending arm in each case fitting itself to the nets on thecarriage and roadside respectively. Now the use of this apparatus demands much attention and alacrity on the part of the men who are in charge of it; for arms and net must not, for fear of accidents, be extended anywhere but at the appointed places, and within 200 or 300 yards of where the exchange of mails is to take place. The operators, in timing the delivery, are guided by certain features of the country they are passing through—a bridge, a tree on a rising ground which can be seen against the sky, a cutting along the line through which the train passes with much clatter, a railway station, and so on—as well as by their estimate of the speed at which the train is running. When the nights are clear, a trained operator can easily recognise his marks; but in a very dark night, or during a fog, his skill and experience are put to the test. On such occasions he seems to be guided by the promptings of his collective senses. He puts his face close to the window, shutting off the light from the carriage with his hands, and peers into the darkness, trying to recognise some wayside object; he listens to the noise made by the train, estimates its speed of travelling, and by these means he judges of his position, and effects the exchange of the mails.
It is indeed marvellous that so few failures take place; but this is an instance of how, by constant application and experience, things are accomplished which might at first sight be considered wellnigh impossible. When the exchange takes place, it is the work of a moment—"thud, thud." The arm which bore the bag springs, disengaged, to the side of the carriage; the operator takes the inwards bag from the net, draws the net close up to the side of the vehicle, and the whole thing is done, and we are ready for the next exchange.
The blow sustained by the pouch containing the mail-bag at the moment of delivery, on occasions when the train is running at a high speed, is exceedingly severe, and sometimes causes damage to the contents of the bags when of a fragile nature and these are not secured in strong covers. A bracelet sent by post was once damaged in this way, giving rise to the following humorous note:—
"Mr —— is sorry to return the bracelet to be repaired. It came this morning with the box smashed, the bracelet bent, and one of the cairngorms forced out. Among the modern improvements of the Post-office appears to be the introduction of sledge-hammers to stamp with. It would be advisable for Mr —— to remonstrate with the Postmaster-General," &c.
Delivering Arm
Delivery Arm, showing how the Pouch is suspended
The Travelling Post-office apparatus is said to have been originally suggested by Mr Ramsay of the General Post-office; but his machinery was not very satisfactory when brought into practice. The idea was, however, improved upon by Mr Dicker, who was able to bring it into working condition; and for his services in this matter he was awarded a sum of £500 by the Lords of the Treasury, and the Postmaster-General conferred upon him an appointment as Supervisor of mail-bag apparatus. Some further improvements were carried out by Mr Pearson Hill, as, for example, the double arm, so that two pouches might be discharged at once from the same carriage-door. The apparatus first came to be used about thirty years ago, and there are now in the United Kingdom some 250 points or stations at which this magical game of give and take is carried on daily, and in many cases several times a day. At certain places not merely one or two pouches are discharged at a time, but a running fire is sometimes kept up to the extent of nine discharges of pouches. By the limited mail proceeding to the North, nine pouches are discharged at Oxenholme from the three Post-office carriages, the method followed being this:—Two pouches are suspended from the arms at each carriage-door, and upon these being discharged, three of the arms are immediately reloaded, when the pouches are caught by a second set of roadside nets, distant only about 600 yards from the first. It is necessary that great care should be taken in adjusting the nets, arms, and roadside standards to their proper positions in relation to one another, for any departure from such adjustment sometimes leads to accident. The pouches occasionally are sent bounding over hedges, over the carriages, or under the carriage-wheels, where they and their contents get cut to pieces. Pouches have been found at the end of a journey on the carriage-roof, or hanging on to a buffer. In November last, a pouch containing several mail-bags was discharged from the Midland Travelling Post-office at Cudworth, near Barnsley; but something going wrong, the pouch got cut up, and the contents were strewn along the line as far as Normanton. Some of these were found to be cheques, a silver watch, a set of artificial teeth, &c.
The following is a list of the Travelling Post-offices in the United Kingdom, most of which travel by night, distributingtheir freight of intellectual produce through all parts of the country:—
North-Western and Caledonian.Birmingham and Stafford.London and Holyhead.Bangor and Crewe, and Normanton and Stalybridge.London and Exeter.Bristol and Exeter.York and Newcastle.St Pancras and Derby.Midland.Bristol and Newton Abbot.South-Western.South-Eastern.Great Northern.London and Bristol.London and Crewe.————————Dublin and Belfast.Belfast and Northern Counties.Ulster.Midland (Ireland).Great Southern and Western.Dublin to Cork.
There are, besides, a great many other Travelling Post-offices of minor importance throughout the country, designated Sorting Tenders.
Post-office sorters, unlike men who follow other avocations, are a race unsung, and a people unknown to fame. The soldier of adventure, the mariner on the high seas, the village blacksmith, the tiller of the soil, the woodman in the forest—nay, even the tailor on his bench,—all of these have formed the theme of song, and have claimed the notice of writers of verse. It is otherwise with the men who sort our letters. This may possibly be due to two causes—that sorters are comparatively a modern institution, and that their work is carried on practically under seal. In times which are little beyond the recollection of persons now living, the lines of post were so few, and the division and distribution of letters so simple, that the clerks who examined and taxed the correspondence also sorted it: and the time taken over the work would seem to show much deliberation in the process; for we find that in 1796, when correspondence was very limited, it took above an hour at Edinburgh "to tell up, examine, and retax" the letters received by the mail from England for places in the north; and that, when foreign mails arrived, two hours were required; and further time was necessary for taxing and sorting letters posted in Edinburgh for the same district of country—the staff employed in the businessbeing two clerks. In those days there were really no sorters, unless such as were employed in the chief office in London. As to the work being carried on under seal, it is not going beyond the truth to say that, to the great majority of persons, the interior of the Post-office is aterra incognita, their sole knowledge of the institution being derived from the pillar and the postman.
Yet the sorters of the present age, forming a very large body, are ever engaged in doing an important and by no means simple duty. As letters arrive in the morning, and are handed in at the breakfast-table, speculation arises as to their origin; a well-known hand is recognised, interest is excited by the contents, or the well-springs of emotion are opened—joy is brought with the silvered note, or sorrow with the black insignia of death; and thus, absorbed in the matter of the letters themselves, no passing thought is spared to the operators whose diligent hands have given them wings or directed their line of flight.
When most men are enjoying the refreshment of nature's sweet restorer, which it is the privilege of the night-hours to give, the sorters in a large number of Post-offices throughout the country are hard at work, and on nearly all the great lines of railway the travelling Post-offices are speeding their wakeful flight in every direction, carrying not only immense quantities of correspondence, but a large staff of men who arrange and sort it in transit. Unconsciously though it may be, these men by their work are really a most powerful agency in binding society together, and promoting the commercial enterprise of the country. It lies in the nature of things that sorters' duties should largely fall into the night. Like a skilful mariner who bends to his use every wind that blows, the Post-office avails itself of every opportunity to send forward its letters. To lay aside till morning, correspondence arriving at an intermediate stage at night, would not consort with the demands of the age we live in; despatch is of the first consequence, and hence it is that to deal withthroughcorrespondence, many offices are open during the night. Some offices are never closed: at all hours the round of duty goes on without intermission; but in these, as also in many other cases where the periods of duty are long, relays of sorters are necessarily employed. Much might be said of the broken hours of attendance, the early risings, the discomforts and cold of the travelling Post-offices in winter, and the like, which sorters have to endure; and something might also be said of their loyalty to duty, punctuality in attendance, and readiness to strain every nerve under the pressure of occasions like Christmas. But these things would not, perhaps, be of general interest, and our object here is rather to show what a sorter's work really is.
Does it ever occur to an ordinary member of the community how letters are sorted? And if so, what has the thinking member made of it? We fear the idea would wear a somewhat hazy complexion. This is how it is done in Edinburgh, for example. The letters when posted are of course found all mixed together, and bearing addresses of every kind. They are first arranged with the postage-stamps all in one direction, then they are stamped (the labels being defaced in the process), and thereafter the letters are ready to be sorted. They are conveyed to sorting frames, where a first division is carried out, the letters being divided into about twenty lots, representing roads or despatching divisions, and a few large towns. Then at these divisions the final sortation takes place, to accord with the bags in which the letters will be enclosed when the proper hour of despatch arrives. This seems a very simple process, does it not?
But before a sorter is competent to do this work, he must learn "circulation," which is the technical name for the system under which correspondence flows to its destination, as the blood courses through the body by means of the arteries and veins. By way of contrast to what will be stated hereafter, it may be convenient to see how letters circulated less than a hundred years ago. In 1793 the London mail arrived at Glasgow at 6 o'clock in the morning, but the letters for Paisley did not reach the latter place till 11a.m.—that is, five hours after their arrival in Glasgow, though the distance between the places is only seven miles. A couple of years before that, letters arriving at Edinburgh on Sunday morning for Stirling, Alloa, and other places north thereof, which went by way of Falkirk, were not despatched till Sunday night; they reached Falkirk the same night or early on Monday morning, and there they remained till Tuesday morning, when they went on with the North mail—so that between Edinburgh and Falkirk two whole days were consumed. In the year 1794 the London mail reached Edinburgh at 6a.m., unless when detained by bad weather or breakdowns. The letters which it brought for Perth, Aberdeen, and places on that line, lay in Edinburgh fourteen hours—viz., till 8p.m.—before being sent on. The people of Aberdeen were not satisfied with the arrangement, and as the result of agitation, the hour was altered to 1p.m.This placed them, however, in no better position, for the arrival at Aberdeen was so late at night, that the letters could only be dealt with next day. It was not easy to accommodate all parties, and there was a good deal of trouble over this matter. The Edinburgh newspapers required an interval, after the arrival of the London mail, for the printing of their journals and preparing them for the North despatch. The Aberdeen people thought that an interval of threehours was sufficient for all purposes, and urged that the North mail should start at 9a.m.In one of their memorials they write thus:—"They think that the institution of posts was, in the first place, to facilitate commerce by the conveyance of letters with the quickest possible despatch from one end of the kingdom to the other, and, in the next place, to raise a revenue for Government; and they cannot conceive that either of those ends will be promoted by the letters of two-thirds of the kingdom of Scotland lying dormant for many hours at Edinburgh."
In another of the petitions from the people of Aberdeen, they strangely introduce their loyalty as a lever in pressing their claims:—"Were we of this city," say they, "to lay claim to any peculiar merit, it might perhaps be that of a sincere attachment to order and good government, which places us, in this respect at least, equal to the most dignified city in Britain."
From a Post-office point of view, the memorialists appeared to be under some mistake as to the gain to be derived from the change desired, for there was something connected with the return mails which did not fall in with the plan, and the surveyor made some opposition to it. In one of his reports he makes this curious observation:—"I am persuaded that some of them, as now appears to be the case, may be very well pleased to get free from the obligation of answering their letters in course—and particularly in money matters"!
One or two instances of the cross-post service of former times, in England itself, which might be supposed to be more fortunate than its Scottish neighbour, will repay consideration. Thus we find it duly recorded in official reports, that in 1792 there was no direct post between Thrapston and Wellingborough, though the distance separating them was only nine miles. Letters could circulate betweenthese towns by way of Stilton, Newark, Nottingham, and Northampton, performing a circuit of 148 miles, or they could be sent by way of London, 74 miles up and 68-1/2 down, in which latter case they reached their destination one day sooner than by the former round-about route.
Again, from Ipswich to Bury St Edmunds, two important towns of 11,2773and 76553inhabitants respectively, and distant from one another only 22 miles, there was no direct post. Letters had to be forwarded either through Norwich and Newmarket, or by way of London, the distance to be covered in the one case being 105 miles, and in the other 143-1/2 miles. We have not the means of computing the time letters took to travel from Ipswich to Bury St Edmunds in 1792, but an Itinerary for 1812 affords the necessary information as regards the later period. Suppose a letter were posted at Ipswich for Bury St Edmunds on Monday, it would be despatched to Norwich at 5.30a.m.on Tuesday, reaching Norwich some six hours thereafter. It would leave Norwich at 4.0p.m.same day (Tuesday), and arrive at Newmarket at about 11.0p.m., where it would lie all night and the greater part of next day, and would only arrive at Bury St Edmunds at 5.40p.m.on Wednesday. If the letter were sent by the Metropolitan route, its time would be the same, thus:—Leaving Ipswich at 9.30p.m.on Monday, it would reach London at 8.0a.m.on Tuesday. Thence it would not get despatched till 7.30p.m.; and proceeding to Newmarket, would arrive there at 4.0a.m.on Wednesday. Here it would remain till the afternoon, and would reach Bury St Edmunds, as in the former case, at 5.40p.m.(on Wednesday). So that, in practice, to cover this short interval of 22 miles by post, three whole days were necessary.
One more instance:—From Salisbury to South Wales, adistance of some 70 miles, letters had to circulate through London, making a journey, up and down, of something like 220 miles, and this without alternative.
These facts show what a poor circulation the Post-office had at the period in question, and what splendid intervals there were in which to sort the correspondence. Nowadays, in any office pretending to importance, the letters pour in all day long (and all night too, possibly), and they pour out in a constant stream at the same time—letters being in and out of an office in certain instances within the space of a few minutes. A good sorter will sort letters at the rate of 25 to 40 a minute. But let us look at what a sorter has to learn to do this. A leaf of the circulation book in use at Edinburgh for places in England is here inserted (p. 131), which will be of assistance in understanding the matter. It will be observed that there are seven times in the day at which despatches are made to England. Letters for Martock, in Somersetshire, for example, in accordance with the hour at which they may be posted, would be sent thus: to Birmingham at 10.0a.m.; to the Midland Travelling Post-office Forward, third division, at 2.40p.m.; no circulation at 4.15p.m.; to the Glasgow and Carlisle Sorting Tender (a sorting carriage running between these towns) at 5.50p.m.; no circulation at 7.20p.m.; to the Bristol and Exeter Travelling Post-office at 9.0p.m.; and to London at 10.0p.m.Then if we take Mitcheldean, at the foot of the sheet, its circulation is this: to Birmingham at 10.0a.m.; to Gloucester at 2.40p.m.; to the Glasgow and Carlisle Sorting Tender at 5.50p.m.; to Gloucester at 9.0p.m.; and to Manchester at 10.0p.m.And so on throughout the book, which contains the names of some 1300 places in England. Nor, as regards England, is this all. The sorters have to divide letters into the several London districts by reference to the street addresses which theletters bear. Again, these men have to know the circulation for Scotch towns and Irish towns, and many of them have, besides, such a knowledge of the streets of their own city, Edinburgh, as enables them to sort letters for delivery into the several postmen's districts. Thus it will be seen that the sortation of letters is no mere mechanical process, but demands considerable head-work, as well as activity of body.
With some men it is impossible for them ever to become good sorters, even with the most earnest desire on their part to do so. There are certain qualities necessary for the purpose, and if they are not united in the person, he will never come to the front as a good sorter. These are: self-command—necessary when working against time; activity in his person so as to meet any sudden strain of work; a methodical habit; and, thesine quâ nonof a sorter, a quick, prehensile, and retentive memory. So much has a sorter to learn, that a man without a head can never distinguish himself; and an educational test, except as a measure of acquirements in a collateral way, is of very little use. A sorter's success rests chiefly upon natural aptitude.
In the circulation of letters, we may discover the paradox that "the longest road is often the shortest"; the explanation of which is, that by a round-about way letters may sometimes arrive sooner than by waiting the next chance by a more direct route. Post-office circulation is not tied down by any strait-laced lines of geographical science, nor by any consideration but that of the economy of time.
For example, at certain periods letters from Edinburgh for places in Norfolk and Suffolk go on to London, to return north to those counties by the mails out of London; similarly, letters for places north of Manchester are at certain hours sent on to that city, to be returned part of the way by next opportunity. It will no doubt seem a puzzlethat letters for Ireland should, at a certain time of day, be forwarded from Edinburgh to Leeds in Yorkshire! Yet this is so, and with good results,—the fact being that, after the more direct despatches for the day, Irish letters are sent by the last evening train to Leeds, whence early next morning they are sent across the country, reaching a travelling Post-office proceeding from London to Holyhead, and then catching the day-mail packet for Ireland. Thus they arrive in the sister isle by the time they would otherwise be only leaving Scotland. In the travelling Post-offices the plan of carrying letters away from their destinations in order that time may be gained for their sortation, and afterwards sending them back by a Post-office carriage proceeding in the reverse direction, is largely practised, and with the greatest advantage. Again, letters from Newcastle-on-Tyne for Glasgow, forwarded by the night-mail, take what might be thought to be a very wide circuit—namely, by way of Normanton in Yorkshire, and Manchester and Wigan in Lancashire; yet that circulation is found to be best at the hour at which the night-mail despatch is made. In one more case that may be cited, letters from Berwick-on-Tweed for Carlisle are, at a certain time of the day, forwarded through Edinburgh as the most expeditious route. There is such a complexity of arrangement in the matter of circulation, and so great a dependence of any one part on a great many other surrounding parts, that comparatively few persons ever thoroughly understand it, and only those who can master it should meddle with it.
In one aspect the process of sortation bears some resemblance to digestion. This is observed in connection with the strange courses which letters run if, by a first misreading of the address, they happen to get out of their proper line or direction. A day seldom passes but some letter addressed to Edenbridge in Kent reaches the city of Edinburgh,either from London or some other English town. There is, of course, a strong resemblance between the names of the two places as written, yet the missent letters must have passed through the hands of two or three sorters before reaching Edinburgh. But though this might seem to suggest carelessness, there is this to be said, that whenever a letter for Edenbridge gets out of its own course, and into the stream of letters for Edinburgh, the sorters have a predisposition to assimilate it as an Edinburgh letter, and so it gets forwarded to that city. The same thing applies in regard to letters for Leek, Leith, and Keith, and for Musselburgh and Middlesborough—especially when, as is too often the case, the writing is not good; and many other similar instances might be given. Letters for Fiji frequently reach Edinburgh from London and the South, being missent as for Fife in Scotland; and we have it on the authority of the Colonial Postmaster of Fiji, that numbers of letters, papers, &c., directed to Fife, reach the Fiji Islands. Two letters posted at Hamilton, Bermuda, and addressed to Edinburgh, Saratoga Co., N.Y., were recently observed to perform a curious circuit before reaching their destination. Instead of being sent direct to the United States from Bermuda, they were forwarded to London in England; and here, getting into the current of inland correspondence, they were sent to Edinburgh in Scotland. At this stage their wild career was stopped, and they were put in proper course to recross the Atlantic. It is near the truth to say, that similarity of names and bad writing are the causes of very many of the irregularities which befall letters in their transit through the post.