As the names "Trent" and "Bowers" disappear from the sides of our local buses, it is an appropriate time to look back at the history of passenger transport on our roads.

Under the heading "Stage Carriage" I shall cover the different methods of travel during the past 200 years. Of necessity, the story will take us outside of our village boundaries although I shall try to keep this relevant to local history.

First of all, a little background.

Stage coaches were first advertised at the end of the 17th Century. Prior to that, long distance journeys might be covered by stage waggons which progressed at a slow walking pace. Most travellers at this time however, would ride on horseback.

During the 18th Century, numerous coach routes were established, although at first, the appalling state of the roads meant that speeds were very slow and that some routes could not operate in winter months. These vehicles were regarded as safe and comfortable and at about a shilling for 5 miles, reasonably priced.

In 1754 a "flying coach" service commenced between Manchester and London, reducing the journey time to just four and a half days !  The fare would be two guineas. In addition, the driver and guard had to be paid for as well as food and lodging.  It is clear that such travel was only for the wealthy.

As roads improved, so did speeds, an average of 8 mph being common by the end of the Century.

In 1784, John Palmer, a theatre owner from Bath, proposed a system of fast mail coaches. With Government support this was quickly established despite initial opposition from the Post Office. The introduction of a new design of coach and the completion of the turnpike road network reduced the journey time from Manchester to London to 18 hours.  The average speed was 15mph. Horses would be changed at 12 mile intervals or more often in hilly country. The approach of the coach was announced by the sound of the guard's horn and the changeover at the coaching inns took just two minutes. During the journey, there would be two meal stops of twenty minutes each. The guard also announced their approach when nearing toll bars. Mail coaches paid no toll and other coaches paid an annual fee; the gate would therefore be opened in advance to avoid delay.

To be continued

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The old London Road stage coaches which ran between Manchester and London journeyed up Yeoman's Lane which was inthe vicinity of Terrace Road in Buxton.
 These coaches "The Lord Cornwallis" and The Regulator" ceased running in 1825.
 The former changed horses at the White Hart which was in Eagle Parade. Mr Isaac Whieldon was said to have made his fortune at this house.He was also part owner of the coach. Mr Whieldon lived to be nearly 90 and is buried in his home village of Hartington.
 The Regulator" was owned by Mr Logan,landlord of the Eagle in Buxton Market Place and the horses were regularly changed here. In the winter of 1814 the snowdrift was so great that men were employed by the Commissioners to cut an arch opposite the New Inn in order that the coaches might pass.
 Newhaven was the first stage after Buxton and the posting house was kept by Mr Shaw. Six postboys were always in readiness to take the saddle. This arrangement was only made however, for the "Buxton Season" which began about a fortnight after Whitsun a time when Buxton races were run on Fairfield Common. The Buxton races ended after 1840. The season continued until the time of the Doncaster races.
 The stables known as the "New Stables" were on the site of the Devonshire Hospital and were patronised by most of the nobility of England who frequently made their way to Buxton.
 Timothy Swinscoe was a well known character here. After ending his duties as an ostler he took the Cherry Tree Inn in Spring Gardens.He was known as an eccentric character and having had little custom for four or five days, he spread a bag of shavings over the floor of his cellar, setting light to them. He ran into the street shouting Fire! This caused much excitement and many people rushed to the Cherry Tree only to find that a joke had been played upon them and that the house was undamaged. He was successful in attracting custom though and his takings were better than for a long time. He and his friends enjoyed a good laugh at the expense of the gullible public.
 Bradbury's coach "The Peveril Of The Peak" was upset whilst racing with "The Duke Of Devonshire" which belonged to William Lees of Whaley Bridge.The race took place at Cold Springs. Old Timothy, who had a rather large nose was on Bradbury's coach,which being upset threw him over the wall at the roadside. Timothy was uninjured and on regaining his feet declared that his nose had saved his brains being smashed out.

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Thanks for the Buxton detail Shalcross. I'm sure that as this article progresses, you will have more to add.

The stage and mail coaches depended very much upon the inns. The coaching houses provided change of horses as well as food and refreshments for the passengers and allso overnight accommodation. In earlier times, the passengers would often choose which inn should be visited for meal breaks. With the introduction of mail coaches, the stops became strictly scheduled and regulated. Overnight stays were usually comfortable and the guests well provided for. The chambermaids made sure of this, perhaps hoping to be well looked after in their turn.

After leaving Whaley Bridge, most coaches would head for Buxton where there were a number of coaching inns in the vicinity of the Market Place and High Street. The Sun Inn still has the archway leading to it's courtyard.

After leaving Buxton, many coaches next called at the Newhaven Inn on the Ashbourne Road.   
This large hotel was built originally by the fifth Duke of Devonshire. Newhaven lies at a crossroads, a meeting of several important routes. This was at first a bleak location but the landscape became softened by the planting of trees and by cultivation.
The hotel was large and commodious with stabling for 100 horses. After George IV spent a night there he granted a licence in perpetuity.  The hotel thereafter became a highly fashionable society destination and was often fully occupied. It was said to be "as gay and fashionable as any in London".  At the end of October this was the site for a large cattle, sheep and horse fair. In addition, all kinds of wares were also laid out for sale in an adjacent field
Newhaven is a remote location for such a large establishment and the hotel now stands empty and desolate.  

There are said to be tunnels leading from the hotel into the nearby woodland. local legend tells that these were used by highwaymen escaping pursuit.

Next we will take a look at the arrival of the horse bus

Edited by user 30 April 2012 07:43:09(UTC)  | Reason: Not specified

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There are reports of coach passengers being decapitated by low branches when travelling on the top deck. Whether these stories are true or come only from the imagination of Dickens I do not know

To quote Alfred Jingle :

Heads, heads - take care of your heads!" cried the loquacious stranger, as they came out under the low archway, which in those days formed the entrance to the coach-yard. "Terrible place - dangerous work - other day - five children - mother - tall lady, eating sandwiches - forgot the arch - crash - knock - children look round - mother's head off - sandwich in her hand - no mouth to put it in - head of a family off - shocking, shocking!"

Charles Dickens, Pickwick Papers

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Both victims were taken to the Jodrell Arms.  John Burroughs seemed to be the most seriously injured and remained at the hotel for nine days. The younger man Silvester Frankel was able to leave after two nights an returned to London. His injuries gradually became more severe and his brain was clearly injured. 

Eventually on 2nd December 1863, a case of negligence against the L.N.W.R was heard at the Court of the Queens Bench. Frankel was said to have been "rendered an idiot" by the accident.  The judge hearing the case was reduced to tears at the sight of the unfortunate young man.  Compensation of £2000 was awarded, a very large sum in 1863.

The railway service to Buxton was be no means the first bus through Whaley as we will soon see.

Motor buses started to appear on Britain's roads in the late 19th century. Until the Locomotives on Highways Act came into force on 14th November 1896, legislation had prevented the operation of mechanical vehicles on public roads. The first buses were crude conversions of motor cars or horse buses which had been adapted to operate with a motor. A number of early buses were imported from Germany where development was more advanced. Through experimentation, more reliable vehicles were designed. At first single deck buses were produced, then in 1906, the first double deck vehicles went into production.

It was still to be some time before regular motor bus services reached the roads of Whaley Bridge and Furness Vale.
The British Electric Traction Company had been founded in 1895 to operate electric tramways. In 1905 they launched a subsidiary, The British Automobile Traction Company in order to develop motor bus services.  At the time, many corporations were taking over operation of tramways through compulsory purchase.    In 1913  B. A. T. opened a depot in Macclesfield. This was in King Edward Street in the premises previously occupied by Pickfords Carriers. The building still existed into the 1980's although the bus garage had moved to Sunderland Street in the 30's. These buses were painted green and cream with the name "British" on gold letters on the side panel. A network of 22 routes was developed, many of which served High Peak.

This is the only photo that I have seen of a "British" bus. This was on their Macclesfield to Buxton service.

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The conductor looks very much like a conductoress !   Would this have been late 40's would you say .. mid 50's?

I see the water barrel is missing from the later pic, wonder what happened to that ?