In Switzerland and some parts of the continent, the use of large diligences still continues. Some of the old shape [Plate 36] recently performed the journey from Geneva towards Chamounix. The shape of modern diligences varies very much, many are like omnibuses; but almost all are without a perch and upon elliptical springs. In Continental travel may also be seen large family travelling carriages, as well as very light one-horse vehicles for mountain roads, and the further eastwards the traveller proceeds, the rougher and more simple the vehicle. In Russia may be found very rough, cheap, fast waggons, as well as the “Tarantas,” which is a very comfortable travelling carriage for the wealthy, and with its numerous boxes and appliances, its bed and store cupboards for food, is almost a small house upon wheels.
Thus, whilst in our history we have enumerated the various methods of travelling used by our forefathers, we may, in passing from England to Persia overland, still have personal experience of almost all of these methods. All travelling dependent upon the speed of a horse has been, on good roads, almost the same in all ages. It is only since the introduction of locomotion by steam on railroads that we have attained any great advance upon ancient times. The years during which rapid stage coach and post chaise travelling seemed such a remarkable advance to Englishmen, only lasted from about 1810 to 1840. Since then the triumph of steam has in many places paralysed the improvement of stage coaches and posting
[Illustration: PLATE 34. AN ENGLISH STAGE COACH, 1787, AFTER ROWLANDSON]
[Illustration: PLATE 35. DILIGENCE FROM PARIS TO LYONS.]
[Illustration: PLATE 36. MODERN FRENCH DILIGENCE.]
upon ordinary roads, even where steam does not compete.
In France two-wheeled vehicles for public hire had been in use for some years previous to the commencement of the present century; but it was not until 1823 that London possessed a two-wheeled cab. In that year Mr David Davies built twelve two-wheeled cabs. The body was a little like a hansom cab, but smaller; it had a head of which the hinder half was stiff and solid, the fore part would fold. This arrangement was probably an imitation of the gentleman’s cabriolet, the hood of which was rarely put down altogether, as the groom had to hold on by it.[9] Outside the head on one side was a seat for the driver of the cab, and the whole was hung upon stiff shafts. They were, I think, painted yellow, and stood for hire in a yard in Portland Street, close to Oxford Street. At this time the stands in the streets were occupied by hackney coaches, which certainly were all old coaches of the gentry; many still bore the arms of the former owners, and the drivers wore great coats with a large number of capes, one over the other, to keep in warmth and keep off the rain. It was not long before the two-wheeled cab became popular, and came on the ranks with the coaches. Mr Davies’ cab was copied, but with little variation from his pattern, and the total number of cabs in 1830 was one hundred and sixty-five. After this came Mr Boulnois’ patent one-horse cab with a door behind, like a slice of an omnibus, the two passengers sitting face to face, the driver sitting on the roof--this cab it was hoped would succeed, but the shafts were too short, and the passengers always felt uneasy in case the horse should kick, and the vehicle, otherwise light and useful, fell out of fashion.