The Omnibus Comes to London

 Loretta reports:

Last year, during my visit to the London Transport Museum, I encountered a form of public transportation I hadn’t paid much attention to previously.

The omnibus was first introduced in Paris, and it was a Parisian coach-builder, George Shillibeer, who brought the concept to London.

“The route which Shillibeer chose for his first omnibus was from the Yorkshire Stingo at Paddington, along the New Road to the Bank. The New Road was the name by which Marylebone, Euston and Pentonville Roads were then known.

 ... On the morning of July 4, 1829, Shillibeer's two new omnibuses began to run. A large crowd assembled to witness the start, and general admiration was expressed at the smart appearance of the vehicles, which were built to carry twenty-two passengers, all inside, and were drawn by three beautiful bays, harnessed abreast. The word "Omnibus" was painted in large letters on both sides of the vehicles. The fare from the Yorkshire Stingo to the Bank was one shilling; half way, sixpence. Newspapers and magazines were provided free of charge. The conductors, too, came in for considerable notice, for it had become known that they were both the sons of British naval officers—friends of Shillibeer. These amateur conductors had resided for some years in Paris, and were, therefore, well acquainted with the duties of the position which they assumed. The idea of being the first omnibus conductors in England pleased them greatly, and prompted them to work their hardest to make Shillibeer's venture a success. They were attired in smart blue-cloth uniforms, cut like a midshipman's; they spoke French fluently, and their politeness to passengers was a pleasing contrast to the rudeness of the short-stage-coach* guards—a most ill-mannered class of men. Each omnibus made twelve journeys a day, and was generally full.”
— Henry Charles Moore, Omnibuses and Cabs 1902

Though his omnibus was a success, Shillibeer contended with fierce and often unscrupulous competition and the NIMBY inhabitants of Paddington Green—although “the threatened doom of Paddington Green did not deter the sentimental poke-bonneted young ladies, who resided in the charming suburb, from spending a considerable amount of their time in watching the omnibuses start. In the middle of the day many of them were in the habit of taking a ride to King's Cross and back, for the sole purpose of improving their French by conversing with the conductors.”

Anecdotes like this abound, including tales of theft by the paid conductors who soon replaced the gentlemen. Since space doesn’t permit me to quote at length, I recommend you read at least Chapter II of the first part for yourself.


*Short-stage coaches, which had been in existence from the mid-18th century, ran—slowly, expensively, and unpunctually—from the suburbs to the City and the West End.

Images: Photos of Loretta in omnibus at London Transport Museum, View of Exterior London Transport Museum Omnibus, and Announcement Marking the End of the Omnibus Era taken at London Transport Museum, copyright © 2018 Walter M. Henritze III.

Clicking on the image will enlarge it. Clicking on a caption link will take you to the source, where you can learn more and enlarge images as needed.

Turnpike Gates Demolished

Turnpike Gates

Loretta reports:

Some while ago, I reported my surprise at learning the Hyde Park Corner Tollgate was taken down as early as 1825. It was one of numerous traffic-slowing structures on the London roads, like Temple Bar (but more of that anon).

During my visit to the London Transport Museum, some clippings from the Illustrated London News gave me another little surprise: Hyde Park Corner Toll-gate might have gone away in the 1820s, but the majority of turnpike gates stayed in place for a long time afterward, in spite of decades of complaints, until the 1860s.

DEMOLITION OF LONDON TURNPIKE GATES.
This week has witnessed the abolition of turnpike toll obstructions upon fifty miles of road in and about London on the Middlesex side of the Thames. It was many years ago that the agitation for their removal commenced, and the Illustrated London News then took the lead in advocating this important matter of social and economical reform. We have therefore thought it worth while to engrave Sketches of some of the tollgates which have been so familiar to every Londoner's eye. and which, having partly disappeared in the last few weeks, are henceforward to be utterly demolished. The City-road gate and the Islington gate, which were situated amidst a dense population, with the gates of Kensington and Notting-hill, which barred free communication with the western suburbs and villages beyond, have been selected for these Illustrations. Under the “Metropolis Turnpike. Road Act Amendment" (which takes effect from the 1st of July), twenty-five toll-gates and fifty-six side bars are done away with. At Fulham. including Walham-green and Earl's Court, all the gates and side bans are removed; also at Kensington, Hammersmith, Notting-hill, Harrow-road, Kilburn, and Camden Town, the latter comprising the King's-road gate, High-street, Chalk Farm, and the Brecknock gate, as well as the gate in the road at Kentish Town. Further removals take place at Holloway, Islington, Ball’s Pond, Kingsland-road, Cambridge-heath, Hackney, Twickenham, and Teddington.  All the gates and side bars of the city-road are included. We congratulate the whole metropolis upon the abatement of this nuisance, and hope soon to record its total extirpation on the Surrey as well as the Middlesex side of the river.—The Illustrated London News, 2 July 1864

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The Coffin Cab at the London Transport Museum

Loretta reports:

Even though they belong to the privileged classes, characters in my books often make use of public transportation, mainly for anonymity. I’ve put them in hackney coaches and hackney cabs (and, in the new book, A Duke in Shining Armor, in a wherry).

For Dukes Prefer Blondes, I researched cabs and coaches obsessively—and blogged about them, too, here and here—but my interest has by no means palled. So of course I was excited and delighted to find this model of an 1820 hackney cab at the London Transport Museum.

I think the model helps give a sense, as illustrations may not, of just how small it was. This one in particular would not have fit two people, and the information page on the museum's website says it had space for only one passenger. Certainly, it corresponds to the Cruikshank illustration, the first one shown in this blog post.

But Omnibuses and Cabs: Their Origin and History tells us the hackney cabriolets introduced in 1823 “had accommodation for two passengers.” Since my current books are set in the 1830s, I go with the roomier model, the one appearing in the second illustration in last year’s blog post.

Hackney cab

Still, the London Transport Museum’s earlier model does give the 3D view, and readers familiar with Dukes Prefer Blondes will, I hope, have a clearer idea what the real thing was like. For instance, we can see the apron that protected passengers from kicked-up dust and stormy weather. What the model doesn’t show are the curtains. Omnibuses and Cabs tells us, “The fore part of the hood could be lowered as required, and there was a curtain which could be drawn across to shield the rider from wind and rain.” The curtain isn’t visible in the London Transport Museum model.  Either it was a later development, too, or it’s lost in the blackness of the interior. I couldn’t be sure, then or now: It’s not easy to see into a black box, through a glass case, let alone take photographs of it.

Photograph copyright © 2017 Walter M. Henritze III

Image below: detail from James Pollard, Hatchetts, the White Horse Cellar, Piccadilly
courtesy Denver Art Museum via Wikipedia

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