CHAPTER XIV

THE EVOLUTION OF THE CARRIAGE

Such a reformation in vehicular traffic has taken place in Hyde Park

in the first years of the twentieth century, that it seems worth

tracing roughly the means of progression from the Roman car of two

thousand years ago to the electric landaulette of to-day, and from the

pack-horse to the snorting motor cycles.

Practically, every surviving method of locomotion has heralded

its earliest votaries within the precincts of the Park, where the

foot-propelled “hobby-horse” proved the forerunner of the bicycle.

The first two-cylinder motors were tried—little cars which have since

developed into the huge travelling cars almost like railway carriages

themselves.

It is amusing to watch the disappearance from the roads of our dear

old wooden box on wheels,—politely called an omnibus—besmirched by

advertisements until its destination is difficult to decipher. The

horse omnibus has been largely superseded by the motor bus,—still in

its infancy, judging by its breakdowns, its noises, and its smells,—and

the lumbering carts of former years are giving place to whole trains of

rattling vans headed by a puffing engine, which parade our streets to

the misery of those on foot, and the positive terror of the aged and

the young.

Under the rule of the Anglo-Saxons, horsemanship was a skilled art. The

youthful noble was bold in war and fleet in chase.

Horses were used for travel by the upper classes, while the lower

orders journeyed on foot. A representation of two Saxon travellers,

which occurs in the Cotton MSS., shows the lady sitting sideways in a

kind of chair with her feet resting on a board, very similar to the

arrangement adapted in later years for the lady riding pillion fashion,

and still in use in Iceland and Ireland. It was a position which

prevented the poor woman acquiring any power over her steed, or even

feeling secure in her seat, yet it is repeatedly seen in illuminated

manuscripts of the period.

The Saxons also had chariots for travelling, but they were only used by

the wealthy, and together with agricultural carts were termed “wœgn” or

“wœn” (from which words our “waggon” is derived) and “crat” or “cræt,”

hence our word “cart.” These chariots which are represented as a square

box, the shape of our ordinary farm cart, without any front, were hung

low on two wheels, and drawn by a couple of horses. There is another

drawing of one with four wheels, but neither vehicle was used except by

grand ladies or invalids, and horses were not even acquired by Church

dignitaries in those early days.

How quaint it would be to see one of these curious old waggons being

led through Hyde Park to-day, and how amazing for those people of the

past to see a carriage moving without a horse.

Towards the end of the Saxon period, the influence of Normandy

permeated the English Court, and a great love of display spread among

the nobles, who, from the time of Edmund Ironsides, gradually adopted

Continental customs, entirely unknown in the Courts of the early Saxons.

With the Normans came the age of chivalry. Costly apparel and huge

retinues did much to increase the state of the noble. In time of war

the _tenants-in-capite_ and the _tenants paravail_ had each to produce

a certain number of armed men, according to his rank, and thus the

great lord had the means at his hand not only to summon a troop in

case of need, but also a courtly retinue in time of pleasure or grand

ceremonial.

The custom of travelling with an army of retainers had other

justification than that of mere display. In the days of the early

Plantagenets the King’s highway was infested with robbers; not the

wild highwaymen of later days, but oft-times a princely youth, who,

from the fastness of his castle-home, dashed out to scour the country

round, seeking what he might confiscate, and woe to the hapless

traveller pursuing his lonely journey. Two other classes of robbers

were comprised of outlaws driven to despair by the cruel forest laws,

and the bands of men returned from the Crusades, who had originally

sold their belongings in order to join the holy war, and had come back

penniless.

The horse-litter was also in use. In fact, it seems to have come down

from untold ages, for it is mentioned in the Book of Isaiah, and was

evidently introduced from the south, probably brought to England by

some of the Crusaders. It consisted of a kind of coach slung between

two horses, and was chiefly employed for carrying the sick and aged,

and on State journeys or at funerals. Professor Markland, writing in

1821, says: “In Sicily there is no way of travelling through mountain

passes but in a ‘legia.’” However, that must have died out, for in

1904, when travelling all over Sicily, I never saw a single one of

these palanquins, and we just used horses when we could not drive.

Ladies generally rode on mules. They accompanied their lords on many

of their hunting expeditions, and joined in their pursuits in the

Norman and Plantagenet periods. The greyhound was a favourite dog

amongst them. It is evident, too, that women went out hunting on their

own account, and on these occasions they adopted the custom of riding

astride; as the chair arrangement rigged up on one side was anything

but safe. Strutt, in his _Sports and Pastimes_, gives a reproduction of

an illumination from an early fourteenth-century MS., where a lady is

represented riding crossways, winding the horn and pursuing game, while

another is shooting with a bow and arrow. Women are reported to have

been more versed in falconry than their lords, although they generally

followed this sport on foot, and chiefly sought waterfowl.

As is well known, side saddles were only introduced into England by

Anne of Bohemia. Now we are reverting to the cross saddle for women

used by our forbears.

An outcome of the Crusades was the introduction of Arab steeds.

Normandy itself was also famous for a splendid breed of horses. The

greatest mark of appreciation known was to present a Normandy horse,

and the most tempting form of bribe was the gift of a prancing Arab

palfrey or noble charger. King John accepted horses in exchange for

grants of land, and in payment of feudal rights. At that time, and in

the reign of Edward I., the price of horses ranged from one to ten

pounds. The animals were richly caparisoned, and wore bells—sometimes

numbering several hundreds—on their harness, and particularly on the

bridle. In fact, the trappings were often worth more than the steed,

just as is the case on the ranches of Mexico to-day, where the value of

the Mexican saddle is probably ten times that of the horse.

Whips were used by ladies and the lower orders, but the nobles relied

entirely upon the spur.

During the fourteenth century horseback was still the favourite

means of getting about, although there were vehicles on wheels

known under the names of “chares,” “cars,” “chariots,” “caroches,”

and “whirlicotes.” The roads until Elizabeth’s time were of almost

inconceivable badness.

The mother of Richard II. is recorded as using a “chare” and a

“whirlicote,” when in the disturbances of 1381 she had to travel from

place to place, and on account of her age she was thus accommodated;

but Stow remarks that the introduction of the side-saddle by Anne of

Bohemia was displacing the whirlicote except on State and ceremonial

occasions. Anne granted forty shillings a year to her “pourvoioir de

noz chariettes.” But such “chariettes” were merely cumbersome waggons

to which strong horses were attached. Priests rode at the head of

troops and at pageants, and were some of the greatest equestrians of

the age; the monks from Westminster enjoyed many a gallop in Hyde Park.

It was a bad time for wayfarers, this of the Middle Ages. Accommodation

was lacking, provisions were scarce, and often they were overtaken

by nightfall with no hostelry of any kind at hand. Travelling itself

was dangerous in the turbulent state of the country, and, in fact,

the highways were considered so unsafe that in 1285 a law was passed,

enacting that all shrubs and trees were to be cut down for two hundred

feet from the roadside between market towns, to allow no cover for

robbers. People journeying along the same road had a custom of joining

together in order to form a party of sufficient strength to defy

attack, as Chaucer describes in the _Canterbury Tales_. To those who

could not afford a horse the danger was tenfold. If encumbered with

baggage or their family, the men often took a mule to carry their

packages or give their wives and children a rest.

Little bands of travellers were made up in the City of London, and

started in company through the wilds of Tyburn to reach Oxford, or

some of the northern towns. Such caravans continually passed along the

Bayswater Road or Knightsbridge.

It is difficult to realise what these journeys meant, when every

necessary or comfort the wayfarer required had to be carried on his

shoulders, or borne in his pack. The modern match was represented by

flint and steel; money was often in specie or in kind. The wretched

traveller must take food for several days, or go provided with bow and

arrow, spear and cooking utensils, to kill and cook his food, or else

eat it raw. Materials for a bed had to be carried if he would have one,

and a tent if he objected to sleeping in the open. But these evils were

often mitigated by the kindly hospitality in the age of chivalry, and

which extended into the fifteenth century.

Rough waggons came more into use, but the pack-horse long remained

the chief mode of conveyance. Illustrations of the time show a cart

resembling our present miller’s van in shape, drawn by two horses

tandem-fashion, but led, not driven. Large trains of attendants were

more than ever in request, for robbery became worse than before.

In the Earl of Northumberland’s _Household Book_ an account is given of

his moving his possessions from place to place; for in the olden days

habitations, if a man possessed more than one, were not furnished, and

not only personal effects had to be transferred, but beds and tables as

well.

Even kings when going from one place to another took their furniture.

The most wonderful thing is how dexterously these removals were

accomplished, especially at the French Court, which, at the time of

Catharine de Medici and subsequently, was ever on the move, travelling

between Paris and the many castles on the Loire. The coach (really

a room on wheels) was for the use of the King and Queen, and other

conveyances, numbering a hundred or more, followed in the wake.

Many records survive from the Tudor period of State ceremonials in

which the old horse-litter played a conspicuous part. Catharine of

Arragon entered London in one of these, when she came to England to

wed Prince Arthur, the elder brother of Henry VIII., who died soon

after the marriage. There are so many people in England who remember

the magnificent, and withal comfortable, processions for the marriage

festivities of King Edward and Queen Alexandra, the Jubilee processions

of Queen Victoria, and the Coronation of our reigning Monarch and his

Consort, that the following entries of arrangements for the reception

of Princess Catharine four hundred years ago, made in the Duke of

Northumberland’s _Household Book_, may be of interest as a contrast:

“_Item_, That a rich litter be ready to receive and convey the said

Princess to the door of the Church of St. Paul’s.

“_Item_, That three horsemen in side-saddle and harness all of one

suit, be arrayed by the Master of the Queen’s Horse to follow next to

the said Princesses litter.

“_Item_, That a fair palfrey with a pillion richly arrayed and led in

hand for the said Princess, do follow next unto the said horsemen.

“_Item_, That five charres diversely apparelled for the ladies and

gentlemen, be ready at the same time at the same Tower, whereof one

of the chief must be richly apparelled and garnished for the said

Princess, and the other four to serve such ladies as be appointed by

the Queen’s Chamberlain.”

At Catharine’s Coronation with Henry VIII., “chariots covered, with

ladies therein,” followed her litter; and when Anne Boleyn came to

London she made a State entry in a most wonderful litter ornamented

with the richest materials.

When Margaret Tudor, sister of Henry VIII., went to Scotland, whose

King James IV. she married, she was conveyed “on varey rich litere,

borne by two fair coursers vary nobly drest, in the wich litere the

sayd queene was borne in the intryng of townes, or otherways to her

good playsure.”

Can one imagine anything more horrible than being swung about in a

litter for weeks as that poor woman was on her journey from London to

Scotland? The bumps and shakes, the discomfort of the cramped position,

seem terrible to think of in these days of Pulman cars, restaurants,

and quick trains.

By the middle of the sixteenth century riding pillion fashion was again

much in vogue, the lady sitting behind the gentleman, in a kind of

chair similar to that used by the Anglo-Saxon dames. They called the

board for their feet a “planchette.”

Queen Mary Tudor went from the Tower to Westminster at her Coronation

“sitting in a chariot of cloth of tissue drawn with six horses,”

followed by another chariot “with cloth of silver” and six horses, in

which sat Anne of Cleves and the Princess Elizabeth. Great Queen Bess,

when it came to her turn to be crowned, also used a chariot for her

State procession to the Abbey.

The coach is said to have been introduced in 1564 by Boonen, a Dutch

coachman employed by Queen Elizabeth, who enjoyed her first drives

and the pleasures of her new possession in London’s spacious parks.

These equipages were almost too gorgeous for description. The Queen

seems to have employed them at times in her different progresses and

for her State entries, but her chief mode of locomotion was riding on

horseback. This was undoubtedly on account of the dreadful state of the

roads, which rendered impossible the common use of the coach in the

country for some years. In fact, in London itself, the streets were so

narrow, so ill-kept, and so uneven, that it was a very jolting business

to drive at all.

Elizabeth’s coach was generally drawn by two white horses, was gaudily

decorated, and had a canopy, but was open at the sides. The driver

sat on a kind of narrow chair close behind the horses, and rather low

down. The Queen _liked_ to be the only lady in the land to ride in such

a vehicle, and her jealousy was so aroused when the ladies of London

thought to follow suit, that she became irate, and actually passed

a law “to restrain the excessive use of coaches.” In spite of this

legislation and the bad state of the roads, so many people ordered

these equipages that there was soon an actual dearth of leather to

cover them, just as there is scarcity of rubber for tyres of motors

to-day.

D’Avenant, writing of the gay Metropolis at this time, says: “Surely

your ancestors contrived your narrow streets in the days of the

wheelbarrow, before the greater engines, carts, were invented.” Mary

Queen of Scots, unlike Elizabeth, seems to have ridden on all her

journeys.

The first public vehicles were, according to Stow, started in 1564, and

were called “caravans.” Forty years later, one of these was running

between London and Canterbury, and a patent was granted to a man to run

a stage-coach on the little trip between Edinburgh and Leith.

The reign of James I. also saw the pioneer hackney coach in London. A

few years afterwards the first “rank” was established, when a Captain

Baily acquired four hackney coaches and made them stand at the Maypole

(near St. Mary’s in the Strand) for hire. Skeats derives the word

“hackney” from two Dutch words, meaning a “jolting nag”—the old way of

spelling it was “hacquenée.” The coachman rode his horse, postillion

fashion, and used whip and spurs. There was constant rivalry between

the chairmen of the sedans and coachmen of that age, and good-humoured

chaff and jeers were bandied from one to another as freely as between

the omnibus drivers and chauffeurs of motor cars to-day.

Many transformations have taken place since the first hackney carriage

plied for hire in 1615 and the advent of the first public motor cab

at Hyde Park Corner in 1906. It was several months before the first

handful of these were augmented by an addition of five hundred, with

the pleasing joys of the taximeter.

The next novelty for getting about was the sedan-chair.

On the return of Prince Charles (aferwards Charles I.) from the Court

of Spain, he brought four back with him, and gave one to the Duke

of Buckingham, “his dear Steenie,” who was hooted when he appeared

in it in the streets. The chairs were very unpopular, as the people

objected to see men employed as beasts of burden. However, when it was

understood that letting them on hire might prove profitable, they were

at once adopted.

Oddly enough, the streets of the old Moorish town of Tangier to-day

resemble London of the sixteenth century. That is to say, they are so

narrow, so badly paved, so weird, that no vehicle can drive through

them. Therefore anyone, who can afford a beast of any kind, rides. Only

the very poorest are on foot, and there the sedan-chair still survives.

Going out to dinner in evening-dress on horseback is somewhat

disarranging to a woman; therefore one is carried in this fashion. Well

do I remember, in 1898, four terrible-looking Jews arriving in the

hall of the hotel, and bidding me enter a chair. I did, and shaking

and wobbling from side to side was borne out to a dinner-party. No

Mohammedan would lower himself to carry a Christian, and Jews therefore

perform the office—nice, cut-throat-looking villains they appear, too.

The office of chairman is looked upon as _infra dig._, just as it was

in London in the seventeenth century. There are only three or four

sedan-chairs in Tangier, and consequently, on party-nights they are in

much demand, and some of the guests arrive too early and some too late,

for all the women have to be borne to their destination by such means.

A patent was granted to Sir Sanders Duncombe in 1634, extending over

fourteen years, for letting sedan chairs out on hire, and the preamble

states that it was for the purpose of lessening the danger of the

streets which were so “encumbered and pestered” with the coaches of the

day. Before the end of the century these chairs were looked upon as an

absolute necessity. Ladies shopped in them, called on their friends,

went to parties, to theatres—in fact, they were quite the fashion, and

held their own for many years to come.

In the reign of James I. the nobility alone were allowed to drive four

horses, so the Duke of Buckingham, ever ready to outdo everyone else

in the matter of fashion and up-to-dateness, started a coach-and-six,

but such was the extravagant rivalry of the age that the Duke of

Northumberland shortly afterwards drove a coach-and-eight. It is said

that in the neighbourhood of London in 1638 six thousand coaches were

kept.

As coaches denoted exalted rank, everyone naturally wanted to drive

one. But, alas! the twentieth century has sounded their knell. Those

delightful meets held in the summer months at the Magazine in Hyde

Park, when the Four-in-Hand and Coaching Club muster twenty or thirty

coaches each time, drive round the Park, then off to Hurlingham or

Ranelagh to lunch, are coming to an end. Motors are hustling coaches

off the road, and already the two famous Polo Clubs outside London are

instituting automobile races and shows, because the entries for the

coaches have dwindled so terribly, while for the former they have gone

up by bounds in a few years. Horses are already threatened.

From the time of their introduction, private coaches were richly

caparisoned. Among the State papers there is a queer old record against

May Day, 1637, of three accounts:

One is of £1326, 1s. 8d. for gold and silk laces and fringes delivered

for the King’s service in the stables in 1633; another for £374, 12s.

11d. for gold and silver fringe for making a “caroch” for the Queen

“against May Day, 1636”; and a third account of £168, 7s. 8d. for suits

and cloaks for the footmen, coachmen, and postillions of the Queen

“against May Day.”

As the coaches gained favour the horse-litter gradually died out.

When Queen Henrietta Maria’s mother came from France to visit her in

1638, she entered London in a litter embroidered with gold and borne

by two mules, but her journey from Harwich had been accomplished by

coach. Evelyn also says that he used one in 1640, when he took his aged

father from Bath to Wootton. There is one more mention of the litter

in Charles II.’s reign, but with so many wheeled vehicles coming into

daily use, no wonder this means of locomotion ceased.

However, the coaches did not altogether bring joy to the traveller.

Evelyn, in his _Character of England_, published in 1659, is full of

indignation at the reception the coach riders endured at the hands of

the populace.

“Arrived at the metropolis of Civility, London, we put ourselves in

coach with some persons of quality, who came to conduct us to our

lodging, but neither was this passage without honour done to us: the

kennel-dirt, squibs, roots, and ram-horns, being favours which were

frequently cast at us by the children and apprentices, without reproof.

Civilities that, in Paris, a gentleman as seldom meets withal, as with

the contests of carmen, who in this town domineer in the streets,

o’erthrow the hell-carts (for so they name the coaches), cursing and

reviling at the nobles. You would imagine yourselves amongst a legion

of devils and in the suburbs of hell.

“I have greatly marvelled at the remissness of the magistrates and

the temper of the gentlemen; and that the citizens, who submit only

upon them, should permit so great a disorder; rather joining in the

affronts, than at all chastising the inhumanity.”

By the middle of the seventeenth century a regular system of

stage-coaches seems to have been installed. In 1661 the journey between

London and Oxford occupied two whole days.

A coach called “The Flying Dutchman” was also put upon the road, which

accomplished the journey in thirteen hours, but for some reason or

other, we find that in 1692 the distance again occupied two days. In

1682 the trip between London and Nottingham required four days in

winter.

These coaches were probably uncovered, and had projections at the sides

known as the _boot_, in which the passengers sat with their backs

to the carriage. A coach with four horses carried six travellers;

the caravan with four or five horses took twenty-five. The coachman

sometimes drove and sometimes rode as postillion. The fare from London

to Exeter, Chester, or York was 40s. in summer, 45s. in winter, and

the journey took eight days in summer and twelve in winter. Therefore

stage-coaches were beyond the reach of the poor.

Coaches still run between London and Oxford, and in the summer people

clamour for places for this lovely drive of fifty-two miles, now

accomplished in a few hours, through some quaint old villages and

pretty lanes.

There is nothing more pleasing to the artistic eye, or more interesting

to the historian, than a driving tour through rural England. Our

villages are unique. We welcome motors as a means of getting about,

but are glad an enterprising young American is going to try and revive

London coaching in our midst. It is, of course, still popular in Devon,

Cornwall, the Lakes, and Scotland; in the country districts, in fact,

for summer tourists.

I have included here a reproduction of the card of one of the public

coaches running out of London in 1906, for it promises soon to have an

antiquarian interest. Every summer morning for years past these coaches

have left Piccadilly, and lately, Northumberland Avenue, for Brighton,

Dorking, Windsor, and elsewhere. Now the motor is killing all that, and

in a year or two, probably, the last surviving opportunity of coaching

into the country will be gone. These old cards seem therefore worth

preserving.

[Illustration: THE OLD ESTABLISHED

Dorking Coach

“PERSEVERANCE,”

Leaves HOTEL METROPOLE, Northumberland Avenue,

At _10.30_ a.m.

AND

Returns from the WHITE HORSE HOTEL, DORKING,

At _3.15_ p.m.

EVERY DAY (Sundays excepted).

------+----------------------+------

Fares | LEAVING |

------+----------------------+------

s. d. | | A.M.

| “Hotel Metropole” | 10.30

| |

2 6 | * Roehampton | 11.30

| “King’s Head” |

| |

4 6 | Kingston | 12. 5

| |

5 0 | Surbiton | 12.15

| |

5 6 | * Hook | 12.25

| “North Star” |

| |

6 6 | * Epsom | 1.0

| |

7 6 | Leatherhead | 1.28

| “Swan Hotel” |

| |

8 6 | Mickleham | 1.40

| |

9 0 | Boxhill | 1.50

| “Burford Bdg. Hotel” |

| |

10 0 | _Arr. at_ Dorking | 2.0

| “White Horse Hotel” |

------+----------------------+------

------+------------------------+------

Fares | RETURNING FROM |

------+------------------------+------

s. d. | | P.M.

| Dorking | 3.15

| “White Horse Hotel” |

| |

1 0 | Boxhill | 3.25

| “Burford Bdg. Hotel” |

| |

1 6 | Mickleham | 3.35

| |

2 6 | Leatherhead | 3.47

| “Swan Hotel” |

| |

3 6 | * Epsom | 4.15

| |

4 6 | * Hook _ar._ | 4.45

| “North Star” |

| _dep._ | 4.55

| |

5 0 | Surbiton | 5. 5

| |

5 6 | Kingston | 5.15

| |

7 6 | * Roehampton | 5.45

| “King’s Head” |

| |

10 0 |_Ar._ “Hotel Metropole” | 6.45

------+------------------------+------

* Change Horses.

_Return Fare, 15s. Single, 10s. Box Seat, 2s. 6d. extra each way._

_The whole of the Coach to Boxhill or Dorking and back, £8, 8s._

Places can be secured at the Coach Office,

Cigar Department, Hotel Metropole, Northumberland Avenue, Charing

Cross.]

[Illustration: The “VENTURE”

WINDSOR and LONDON COACH,

WILL LEAVE THE

HOTEL METROPOLE, CHARING CROSS,

at 10.45 a.m. calling at the Grand Hotel,

_Viâ_ Putney, Wimbledom Common, Kingston, Hampton Court, Sunbury, and

Staines, returning from

The WHITE HART HOTEL, WINDSOR,

AT =3.50= P.M.

_EVERY DAY (Sundays included)_.

LEAVING

A.M.

Hotel Metropole 10.45

*Putney Heath,

“Green Man” 11.30

*Hampton, }

“The Bell” } 12.25

Sunbury, } 12.40

“Prince Albert” }

*Staines, “Angel” 1.10

WINDSOR,

The “White Hart” 1.55

Intermediate Fares charged.

RETURNING

P.M.

*WINDSOR,

The “White Hart” 3.50

*Staines, “Angel” 4.30

Sunbury, }

“Prince Albert” } 5.5

*Hampton, } 5.20

“The Bell” }

*Putney Heath,

“Green Man” 6.10

Hotel Metropole 7.0

* Change Horses here.

Windsor and back, 17/6. Single Fare, 12/6. Box Seat, 2/6 extra each way.

_Seats can be booked in advance at the Wine and Cigar Department, Hotel

Metropole, or at the “White Hart Hotel,” Windsor._

PARCELS CARRIED AND PUNCTUALLY DELIVERED.

For further particulars apply to Wine and Cigar Department, Hotel

Metropole.

The whole of Coach to Windsor and back, £10, 10s.]

[Illustration: The “VIVID”

HAMPTON COURT AND LONDON COACH

LEAVES THE

HOTEL METROPOLE, CHARING CROSS,

At =11.30= a.m., and =12= on SUNDAYS,

CALLING AT THE GRAND HOTEL,

_Viâ_ Hammersmith, East Sheen, Richmond, Twickenham and Teddington, and

returns from the

THAMES HOTEL, HAMPTON COURT,

at 4.30 p.m.

_EVERY DAY (Sundays included)_.

LEAVING

A.M.

Hotel Metropole 11.30

*East Sheen, “The Bull” 12.30

Richmond, } 12.45

“The Greyhound” }

Hampton Court, } 1.20

“Thames Hotel” }

Intermediate Fares Charged.

RETURNING

P.M.

Hampton Court, } 4.30

“Thames Hotel” }

Richmond, }

“The Greyhound” } 5.5

*East Sheen, “The Bull” 5.15

Hotel Metropole 6.15

* Change Horses here.

_Seats can be booked at the Wine and Cigar Department, Hotel Metropole,

and Thames Hotel, Hampton Court._

Hampton Court and back, 10/6. Box Seat, 2/6 extra each way.

For further particulars apply to Wine and Cigar Department, Hotel

Metropole.

This Coach attends all Suburban Race Meetings, leaving the Hotel

Metropole Two Hours and a Half before the First Race.]

“ROUTE OF THE EXCURSION TO HAMPTON COURT.

“From Ludgate Circus we drive along the whole length of the beautiful

Victoria Embankment to Westminster. Crossing Parliament Square we enter

St. James’s Park, and, following Birdcage Walk to Buckingham Palace,

turn from it into _Belgravia_ and Eaton Square. At Sloane Square we

enter _Chelsea_, the “Village of Palaces,” one of the most interesting

districts of London, and, passing in front of the Duke of York’s

School, Chelsea Hospital, and the old “Physic Garden,” we see in Cheyne

Walk some fine Georgian houses that have been the homes of a host of

celebrities, including “George Eliot,” Rossetti, Maclise, etc. Old

Chelsea Church, of world-wide fame, is passed, and a little later we

enter _Fulham_. By the King’s Road and _Parson’s Green_ we cross this

interesting district, leaving it by the handsome Putney Bridge, that

takes us across the river. Through Putney and _Barnes Common_ we come

to a more rural district, and at the end of a charming country lane,

enter the old Royal hunting-ground of _Richmond Park_. Our road through

this magnificent stretch of wood and common is nearly four miles in

length, and it will be found one of the most pleasant features of the

day’s drive. Emerging into Norbiton, we soon reach the old town of

_Kingston-on-Thames_, that over a thousand years ago was the principal

city of Saxon England. Again crossing the River Thames, we pass through

Hampton Wick and along a fine tree-arched road to _The Palace of

Hampton Court_.

“Here, after lunch, the splendid pile of buildings with its magnificent

courtyards is explored, and a tour made of the Picture Galleries

and principal State Apartments. It would be difficult to exaggerate

the interest and beauty of the whole place. The Palace where Wolsey

entertained with such princely hospitality as to arouse the jealousy of

his master, Henry VIII., later witnessed the festivities and receptions

by successive Kings and Queens, each extending or beautifying the

buildings, until William of Orange practically completed the whole by

the huge additions that he made. It is these successive growths upon

the original structure that form so unique a feature of the edifice,

and the stay here will provide a wealth of pleasant memories. The

Gardens, famous for their old-fashioned charm and wealth of flowers,

will also be visited.

“The return drive, although made by an entirely different route, is

as charming for the natural beauty of the districts passed, and as

interesting for the sites and buildings seen, as the outward journey.

Entering _Bushey Park_, we pass down the whole length of the glorious

Chestnut Avenue, that in length and uniformity is without a rival. In

the pretty town of _Teddington_ we see its old ivy-covered church, and

from _Strawberry Vale_ obtain a view of Strawberry Hill, the fantastic

residence of the famous wit, Horace Walpole. Along Cross Deep we pass

many old mansions of the eighteenth century, and the garden and site

of Pope’s Villa. Emerging into _Twickenham_, we continue through its

quaint Church Street past the church where many celebrities are buried,

and by the Richmond Road come to the old stone bridge, by which we

cross the Thames into the celebrated riverside town of _Richmond_. When

clear of its narrow streets we enter the Kew Road, along which extend

the Old Deer Park and the world-famous _Botanic Gardens_, whose beauty

and charm have long been unrivalled. After a short visit we continue

across old-fashioned _Kew Green_, to the handsome Edward VII. bridge,

and crossing the river for the fourth and last time soon pass through

the pleasant district of _Gunnersbury_. At _Turnham Green_ we pass from

the main road into Duke’s Avenue leading to Chiswick House, and by

which we reach Hogarth Lane, where stands the artist’s residence.

“Continuing into _old Chiswick_, we come within sight of his tomb in

the churchyard. The Mall along the river bank, and the narrow street

we have taken to reach it, form one of the most picturesque parts of

Old London, a “Sleepy Hollow” that has altered little in the last two

hundred years. We return to the main road at _Hammersmith_, and through

its broad avenues come to _Kensington_, then Hyde Park, and so along

Piccadilly, Leicester Square, and the Strand, to our starting-point,

which is reached about 5.30 p.m.

“_A competent guide_ will accompany the party, pay the necessary

admission fees, and point out the various buildings and sites of

interest passed _en route_.

“_Luncheon_ is included, consisting of Soup, Fish, Joint or Poultry,

Vegetables, Sweets, and Cheese.

“_Book early._ In order that the necessary conveyances can be

arranged, passengers are requested to take tickets not later than 6

p.m. the previous day. _The conveyances are provided with coverings

in case of wet weather._ Should fewer than four passengers be booked,

or should the weather or other circumstances be unfavourable, the

right is reserved to alter the date of the excursion.”

Count de Grammont gave Charles II. a _calash_ as a present, which cost

him two thousand guineas; it put every other vehicle in the shade by

its elegance. The Queen and the Duchess of York first drove in it in

the Park. Then began a terrible rivalry between Lady Castlemaine and

Miss Stewart as to which of them should take precedence in the use of

the new toy. The beautiful equipage became a source of squabble and

contention at Court, and finally Miss Stewart was given the honour. She

may have enjoyed the drive, but did she enjoy the jealousy it awoke?

We hear much of “dust” in these motoring days, and many experiments

have been tried to lay it. Motorists need never despair, though the

problem is at least two and a half centuries old. Lying in the Public

Record Office is a warrant issued in 1664 to James Hamilton, the Chief

Ranger of Hyde Park, “to water the passage from the gate to where

the coaches resort in the Park, to avoid the annoyance of dust, much

complained of, the expense to be borne by the charge of 6d. on each

coach; and to prevent all horses coming into the Park except such as

have gentlemen or livery servants on them, as they cause much dust.”

Pepys apparently suffered with the others, and all through the

eighteenth century the favourite sneer of the Press at Hyde Park was

that people went to “take the dust” there, not the air. For many years

a barrel of water used to be placed in a cart, and when it arrived

at the right place, the tap was turned, allowing a single stream to

descend to the ground. Even our water-carts, that leave the streets

covered with puddles, to the detriment of all light and dainty skirts

on a lovely summer’s day, are an improvement on this, and Hyde Park has

its own carts, stationed in the Store Yard at the back of the Royal

Humane Society’s Lodge.

In a quaint paper in the Harleian Miscellany (vol. viii. page 561),

written by one who signed himself “A Lover of His Country” (1673),

there is a long protest against the annoyances of the streets:

“These coaches [public] and caravans are one of the greatest mischiefs

that hath happened of late years to the kingdom, mischievous to

the public, destructive to trade, and prejudicial to lands.... For

formerly, every man that had occasion to travel many journeys yearly,

or to ride up and down, kept horses for himself and servants, and

seldom rid without one or two men: but now, since every man can have a

passage into every place he is to travel to, or to some place within

a few miles of that part he designs to go to, they have left keeping

of horses, and travel without servants; and York, Chester, and Exeter

stage-coaches, each of them, with forty horses apiece, carry eighteen

passengers a week from London to either of these places, and in like

manner, as many in return from these places to London, which come in

the whole to eighteen hundred seventy-two in the year.

“... Trade is a great mystery, and one trade depends upon another. Were

it not too tedious, I could show you how many trades there are that go

to the making of every one of the things aforementioned.... For passage

to London being so easy, gentlemen come to London oftener than they

need, and their ladies either with them, or, having the convenience

of these coaches, quickly follow them. And when they are there, they

must be in the mode, have all the new fashions, buy all their clothes

there, and go to plays, balls, and treats, where they get such a habit

of jollity, and a love of gaiety and pleasure, that nothing afterwards

in the country will serve them, if ever they should fix their minds to

live there again, but they must have all from London whatever it costs.”

During the reign of William III. and Queen Mary, the funny sort of

chair in which the driver sat was discarded, and the box was introduced

on the coach. This was always occupied by the coachman, but it had

another use besides providing a seat for him. After the Great Fire,

the main London streets were certainly made wider, but they remained

in a dreadful state, and the country roads were even worse. Therefore

in the box were secreted various tools and implements for repairs

should disaster happen to the coach, amongst them a hammer. As all

this was very unsightly, it was hidden by a cloth, afterwards known

as the “hammer-cloth”—a name which is retained to this day, though a

hammer has long ceased to be part of the furniture of a smart turn-out:

hammers and endless other instruments are now relegated to the motor

car.

These wonderful old coaches are seldom seen nowadays except at

Coronations, or such-like affairs, but when they are brought out

they are splendid. The coachman with wig, three-cornered hat, gold

embroideries, silk stockings, and smart livery, sits on his splendidly

embroidered hammer-cloths, while behind the body of the vehicle stand

a couple of footmen, almost as gorgeous in attire, holding on for dear

life to the straps placed for the purpose. The Duke of Devonshire has a

splendid turn-out of this type, and so have the Marquis of Lansdowne,

the Duke of Marlborough, and the Duke of Buccleuch.

Sir Gilbert Heathcote was the last Lord Mayor who rode in the Annual

Show on horseback. This was in 1711, but an old custom still exists

of presenting the Aldermen with a mounting-block at their election.

The Lord Mayor’s coach is a grand relic of the past, with its leather

straps for springs, and all its gorgeousness; and one cannot but regret

that, with innovations springing up all round, there is a vision in the

future of the old coach being relegated to a quiet corner of one of the

Museums.

Distinguished and wealthy people would not at first join the company

on the public stage-coach, and either used a hired post-chaise or

their own carriage. In the latter case, either four or six horses

were employed, with a post-boy for every two; footmen sat behind, and

a couple of runners dressed in white ran before, each carrying a staff

with a lemon or orange on the end to quench their thirst.

Some of the nobility assumed great state when moving from place to

place. When “the proud Duke of Somerset” of the later Stuart régime

used to travel, he caused the roads to be cleared that he might pass

without any delays or exhibitions of rude curiosity. On one occasion

the servants riding in front of his coach overtook a countryman driving

a pig, and in an imperative manner commanded him to be gone. The man

asked the reason.

“Because my lord Duke of Somerset is coming, and he does not like to be

looked upon,” was the reply, expecting the rough clown to disappear.

But, to the surprise and horror of the Duke’s men, the man stopped

altogether, seized his pig by the ears, and before they could prevent

him, advanced to the coach, held the animal up to the coach window, and

shouted:

“I _will_ see him, and, what is more, my pig shall see him too.”

The effect of this piece of early socialism is not recorded.

So late as 1831 the Earl of Malmesbury writes in his _Memoirs_ that

Lord Tankerville (his father-in-law) took him and the Countess of

Malmesbury to Chillingham in a post-chaise drawn by four horses. The

distance from London was three hundred and thirty miles, and they

accomplished the journey in four days. The roads were terrible, and

they had a somewhat lively time at the hands of the rioters, in the

Reform Bill agitation.

The hired post-chaise had two post-boys, the servant sat in the dickey,

and the luggage was strapped to the roof. These vehicles travelled at

about nine miles an hour, and the horses were changed at every stage.

Stage-coaches themselves were conspicuous by their dull black leather,

studded with nails. The starting-place and destination of the coach

were marked on the outside, and the wheels were heavy and cumbersome.

Three horses were generally attached, a postillion being on the first

one, and the coachman and guard sat together on the box, the latter

with his carbine on his knee. In addition to these stage-coaches,

carriers were despatched on certain days to all the principal places in

the country.

But the condition of the roads remained deplorable. In bad weather it

often took a carriage two hours to get from Kensington to St. James’s

Palace, allowing for the time it was stuck in the mud—roughly, a mile’s

progress an hour. In the year 1765 the leather springs of the Bath

coach were replaced by steel ones, and so small improvements in the

general construction of carriages have continued.

_À propos_ of coaches, the Royal Coach, which was built about 1761,

and is always used for the opening of Parliament, Royal weddings,

Coronations, etc., weighs about four tons. It is a wondrous production,

with golden Tritons on the corners. The coach was designed by Sir

William Chambers, and cost the sum of eight thousand pounds. The

panels were by Cipriani. Those were troublous times, therefore the

coach was built with steel blinds, that could easily be raised, so as

to divide the occupants from danger, and this probably gave rise to Mr.

Frederic Harrison’s remark that the coach in which the late Queen drove

to open the Great Exhibition was lined with steel.

The passion for gorgeous coaches was if anything increasing. Lady Sarah

Lennox, writing to Lady Susan O’Brien (the sister of Charles James

Fox), describes a chaise she has just sent the latter, over which she

is in great grief. It appears that the most fashionable colour for

Park coaches at this time was grey, mounted with silver. Lady Sarah

ordered one accordingly for her friend, but on seeing it she discovered

the colour was only seen to advantage on large carriages and not on a

chaise.

About fourteen years later the rage came in for four-in-hands. Ladies

as well as men became marvellous charioteers. In fact, they used to

drive much faster than gentlemen, although we should not now think

their speed very great, for people in the eighteenth century did not

put their best horses into harness. Sir John Lade (the nephew of Mrs.

Thrale), Lord Rodney, and the Hon. Charles Finch were among the first

to sport them. It was out of this fashion the modern Four-in-Hand Club

arose, in the early days of the nineteenth century.

Mail coaches from London to the large provincial towns began to run in

1784. Their speed averaged about six miles an hour. By the end of the

eighteenth century the journey to Bath—ninety miles, now completed by

train in a couple of hours at a cost of nine shillings—was accomplished

in seventeen hours, the fare with meals being £4, 9s. 6d. Nineteen

mail-coaches left every night at seven or half-past seven, passengers

paying fourpence a mile. One of the largest hostelries of the

Metropolis, the “George and Blue Boar,” in Holborn, sent out as many as

eighty and ninety coaches a day. As each one approached, or set out,

from a stage, the guard blew a blast on his horn, and by the different

calls, the stable-boys knew what coach was coming, and which horses

would be wanted.

The Prince of Wales (afterwards George IV.) encouraged dreadful

extravagance in carriages. His favourite vehicle was in rose

colour. Another appearing in Hyde Park at that time was lined with

looking-glass, the horses were decorated with ribbons to match the

colour of the carriage, and everything was made as gorgeous as

possible. During the season, which then lasted from December to the

end of May, the Park was full of gay equipages, painted every colour

of the rainbow, and their panels bore representations of allegories

and mythological subjects. Every person of importance was attended

by numerous flunkeys, the coachman was a very grand display, with a

periwig, a three-cornered hat laced with gold, and a capacious coat

with flounces and fur-trimmings to the cape, a costume which added to

that domestic’s vanity and assurance in no small degree, as he whipped

up his four or six horses.

The phaeton with four horses superseded the curricle, and was

considered the smart thing by Society.

A remnant of these painted vehicles may be seen to-day in Sicily,

and on sledges in Norway, otherwise decorations on the panels of

carriages have quite gone out of fashion. The Sicilian cart is still a

marvel, and often depicts such scenes as hell, with Satan burning in a

cauldron, or a martyr flayed alive at the stake; Greek soldiers before

Troy; a king on his throne with Templars standing near him; Æneas

landing in Sicily; the Virgin and Child; or scenes from the life of

King Roger.

As for the roads in England, their condition was still execrable.

Before macadam was introduced, nothing more was done towards repairing

the surface than setting down enormous stones to be crushed by passing

wheels, but as they were not set close, the wheels went bumping into

the mud between, while the force of the jolt pushed the stones out of

position, and matters became worse and worse. The streets of London

were in such an ill-kept condition that people wanted their boots

cleaned several times a day, and thus shoeblacks became an important

factor in London life.

Before the making of turnpike roads, waggons had been the usual means

of conveyance, and “flying coaches,” as they were at first called, were

considered a great improvement. However, fares were high, and even

after the introduction of public coaches many people who were not able

to afford them still travelled by the slow-going waggon.

Here is an account of such a journey from London to Greenwich:

“We were twenty-four inside and nine without. It was my lot to sit in

the middle with a lusty woman on one side and thin man on the other.

‘Open the windows,’ said the former, and she had a child on her lap

whose hands were besmeared with gingerbread. ‘It can’t be opened,’ said

a little prim coxcomb, ‘or I shall catch cold.’ ‘But I say it shall,

sir,’ said a butcher who sat opposite, and the butcher opened it, but

as he stood or rather bent forward to do this, the caravan came into

a rut, and the butcher’s head, by the suddenness of the jolt, came

into contact with that of the woman who sat next to me, and made her

nose bleed. He begged her pardon, and she gave him a slap in the face

that sounded through the whole caravan. Two sailors that were seated

near the helm of the machine, ordered the driver to cast anchor at the

next public-house. He did so, and the woman next me called for a pint

of ale, which she offered to me, after she had emptied about a half

of it, observing, ‘that as how she loved ale mightily.’ I could not

drink, at which she took offence.... A violent dispute arose between

the two stout-looking men, the one a recruiting sergeant, the other

a gentleman’s coachman, about the Rights of Man. Another dispute

afterwards was about politics, which was carried on with such warmth as

to draw the attention of the company to the head of the caravan, where

the combatants sat wedged together like two pounds of Epping butter,

whilst a child constantly roared on the other side, and the mother

abused the two politicians for frightening her babe. The heat was now

so great that all the windows were opened, and with the fresh air

entered clouds of dust, for the body of the machine is but a few inches

from the surface of the road.”

If one can imagine this kind of thing continuing hour after hour, while

one’s bones ached with the cramp, and one was stupefied with the noise

and smell, one gains some idea of the delights of waggon travelling.

The increase in driving led to great improvement in the roads. Even the

“bagmen” of the country, whom we call commercial travellers, renounced

their bags and adopted the gig, which was soon introduced into Hyde

Park in a glorified form.

Toll-gates were instituted on every main road between towns to

tax passers-by for the upkeep of the roads, and these increased

tremendously in the early nineteenth century. So much so, that they led

in 1843 to that strange series of riots, known as the “Rebecca Riots,”

because the rioters took the scriptural words, “And they blessed

Rebekah and said, ... let thy seed possess the gate of them which hate

them,” as their motto. Men, dressed as women, attacked the gates.

These barriers were originally formed with a cross of two bars, armed

at the end with pikes, _turning on a pin_, and fixed to prevent the

passage of horses, hence their name. On many of the old highways

throughout England a projecting house still shows where a turnpike

gate stood, and over the door are the marks of the board on which the

scale of charges was written. The twenty-seven London toll-bars were

abolished in 1864, but it was not until 1889 that they disappeared in

the country districts of England. What a blessing to motorists that

they are gone.

Little more than half a century ago railroads drove the coaches off the

highways. Only within the last decade or so the conditions of London

street traffic have been entirely revolutionised. But what we take to

be new is in a large measure old. The steam omnibus, which is quite

the latest thing of to-day (1908), is really a direct descendant of

the steam coaches introduced in the time of George IV. Many efforts

were made to utilise steam motors between the years 1821 and 1833. The

“Enterprise,” which ran from Paddington to the City in the latter year,

was remarkably like the last type just placed on the streets. Most of

these were private ventures, but in spite of a Select Committee being

appointed, and their verdict being, on the whole, favourable, it has

practically taken the entire nineteenth century to educate people up to

this mode of transit.

Ten years after the Commission sat, other public steam carriages were

attempted. One of them made the journey to Windsor, and was inspected

by Queen Victoria and Prince Albert, who were highly pleased with it.

The motor had attained a speed of eighteen to twenty miles an hour. But

it was still before its day.

The horse-drawn omnibus is older than most people think. Soon it will

have reached the eightieth anniversary of its advent. The first real

London omnibus was run from the “Yorkshire Stingo” (near the present

Great Central Hotel), Paddington, to the Bank in 1829, and was found

so convenient that in two years ninety vehicles of the kind were in

public service. At first the driver used to collect fares; but as

competition increased, the drivers raced on their routes (as they do

at the present day), and the conductors—or “cads,” as they were then

called—practically fought to secure passengers, especially if the

passenger was an unprotected female of the Early Victorian days. The

“knife board” of the eighties, and the narrow, horizontal footrests

which made the top of the ’bus an impossible altitude for women to

attain, has become as extinct as the dodo, since garden seats and

staircases to the top have popularised the vehicle for both sexes.

If I may be allowed a digression, may I say that, in 1900 and 1904,

when I was in up-to-date New York, omnibuses of the oldest possible

type, with seats behind the driver almost as difficult to climb as a

chimney-stack from the street, were still running from Maddison Square

up Fifth Avenue past Central Park. I well remember admiring the Dewey

Arch at the top of Broadway, erected after the Admiral’s victories in

the Philippines, and then being persuaded to see the charms of Central

Park from the top of a ’bus—“if you have the pluck to climb up,” said

my friend.

Pluck! Fancy anyone using such a word to an Englishwoman. Why, of

course I had.

We waited. The ’bus came. There, at one of the busiest points of that

busy city’s streets, the vehicle drew up. There was no stairway, no

ladder even as to a coach. I simply had to clamber from axle to wheel,

from wheel to small step below the driver, and—dragged and hauled by

that kindly person—land somehow into a seat beside him,—then to step

over that into a row of seats placed still higher behind the driver’s

back. I had split my sleeve and made a pair of white kid gloves filthy

in the process, but I was there! No wonder American women do not aspire

to the tops of omnibuses, and no wonder that the bustling crowd stopped

to look at a mad Englishwoman in her best frock attempting athletic

feats. Even the fat Irish policeman, white bâton in hand, looked on

and marvelled. Up-to-date as the Americans boast to be, it was curious

to find such an obsolete old vehicle still doing duty in the heart of

their metropolis. Many of the roads in important towns in America are

to-day little better than those of London a century and a half ago.

Another great change in locomotion in London came with the trams, which

are more recent than ’buses; but the horse-drawn tram has already

disappeared and given place to electricity, while the tubes are

accustoming us to take our short journeys underground.

Nothing is so typical of the London streets as the light, swift-moving

hansom cab. Its extraordinary abundance everywhere is one of the first

things that impresses the intelligent foreigner within this capital

of ours. Joseph Hansom took out his patent so long ago as 1834. His

was not, it is true, the present-day vehicle, which has been evolved

out of all recognition from its original conception, though it still

immortalises his name. The cab itself was the outcome of the gig.

Cabriolets, or gigs with hoods, were introduced into London in 1762,

but it was not until 1805 that they were established as public

vehicles. Then eight received licences. They were two-wheeled,

something like a modern hansom. The fare sat by the side of the driver;

but under the hood. Only twelve were at first allowed to ply for hire,

and these stood in Portland Street. They attained great popularity, and

displaced the hackney coach, which by this time had grown into a heavy

two-horsed vehicle.

That advent of the hansom is being repeated to-day in the placing of

taximeter motor cabs on the streets. No one is so conservative as the

London cabby, and the “new-fangled” vehicles, which were at the outset

the object of so much chaff—not too good-humoured—had to live down

opposition, but from the first little group placed at Hyde Park Corner

at Easter, 1906, they grew so rapidly in popularity that in a short

time thousands were plying our streets for hire. The smart-liveried

young chauffeur of the “taxi” is a strong contrast to the picturesque

but decidedly gruff and untidy old driver, who for so long has figured

conspicuously among the motley types of London.

A larger cab than the hansom, built like a brougham, came into use

in 1836, and from that the familiar four-wheeled “growler” has

developed,* *—backwards to a more remote ancestor, as some curious

student of evolution might surmise.

Bicycles rapidly evolved from the old “bone-shaker,” with wooden wheels

and iron rims, through the high-wheeled “ordinary,” with solid rubber

tyres, to the present “safety” type. The “bone-shaker” was itself an

offspring of the earlier “hobby-horse” on wheels, awkwardly propelled

by the rider’s feet touching the ground. This was almost a peculiarity

of Hyde Park, where the young beaux of the middle-nineteenth century

disported themselves on the bone-racking contrivance, for few ventured

out into the streets or to the open country upon it.

Only the invention of the low-bent frame made cycling for women

possible about 1892. I remember gazing one day out of an hotel window

in Copenhagen, when to my surprise I saw a woman riding on a bicycle.

It must be remembered that pneumatic tyres had only a short time before

that been invented.

“Look!” I called to my husband. “Surely that is a woman cycling!”

“Why, so it is, and how nice she looks,” he replied, and as he spoke

another woman similarly engaged came into view. We soon put on our

hats, and wandered off to watch the ladies of Copenhagen indulging in

such a novel pastime. I quickly decided that as soon as I returned to

London I would try, too. I did, in the dusk round the Regent’s Park,

stared at and jeered at by the little boys, who found great fun in a

woman’s first futile endeavours to mount.

Paris quickly followed Denmark’s lead, and England came along slowly

behind. Every man, woman, and child rides a bicycle nowadays. On

their first appearance, and for many years afterwards, bicycles were

not allowed in the parks, but gradually it was found impossible to

keep them out, and in 1904 an order was issued allowing them to be

ridden anywhere in Hyde Park except at the busiest hours. Even that

restriction was shortly afterwards withdrawn, and one cycled among

thousands of riders passing in a constant stream between the Achilles

statue and along the banks of the Serpentine to the Magazine.

The cycle craze, however, as a means of town amusement for the

fashionable world, has already died out. In Hyde Park it had but a

short life. One year everyone flocked to Battersea Park, where in

certain hours of the day the cycling throng mustered in battalions, and

most of them were smart young Englishwomen. But nowadays the cyclists

seen in the Park are not those who come out to while away an hour or

two, but mostly riders taking a short cut to distant parts of London or

to the country.

The evolution of the twentieth-century girl began with the “bike” at

the end of the previous decade, and is taking root in the suffragette.

The motor seems to be the last word in locomotion, and until the flying

machine is more firmly established to enable us poor groundlings to

course through the air, it is difficult to foresee what is going

to displace it. The first efforts of motoring were not altogether

happy. So terrible had the smell and the noise of the petrol cars

become, that in 1906 an order was issued that none but electrically

driven vehicles were to pass through the Park between the hours of

four and seven. Then those delightfully silent electric landaulettes

plied in and out of the horsed traffic, almost unperceived, and the

objectionable fumes disappeared.

Frequently the King’s car is to be seen in Hyde Park. One day, a year

or two ago, his Majesty’s motor came to a sudden stop in Richmond Park,

and a crowd which promptly assembled enjoyed the agreeable spectacle

of the King instructing his chauffeur how to deal with a breakdown,

and showing in a number of ways his intimate knowledge of motor-car

mechanism.

His Majesty’s immunity from accident is owing as much to his own

discretion in driving as to the abilities of his chauffeurs. His car

seldom exceeds the twenty miles an hour limit, although he is subject

to no speed regulations. His explicit instructions are that a moderate

pace must be observed in passing towns or villages.

In these pages we have seen that the history and romance of Hyde Park

dates from the time of the Roman encampment near the rude settlement of

the Trinobantes, which the invaders called Londinium.

That Tyburn, probably the most tragic, if not the most historical,

spot in all England, stood in the vicinity where the Marble Arch now

stands. That the first hanging took place there in 1196, and executions

continued until 1783. Every offence, from stealing a yard of ribbon

to murder, heresy, and treason, paid its penalty at Tyburn, and the

perpetrator was hanged, drawn, and quartered at the gallows.

Hyde Park has been a Royal Forest, the happy fishing ground of monks,

from whose hands it passed at the Dissolution of the Monasteries. A

closely preserved Royal Park, the scene of vile tragedies, a famous

racecourse (the precursor of Newmarket), the training-ground of

Cromwellian troops; and it was even sold by auction. The playground

of Society, a refuge from the plague, the scene of public rejoicings,

and the Great Exhibition of 1851. The safety-valve of individuals with

grievances, the most remarkable, perhaps, of latter days being the

revolution of the suffragettes in 1907.

And Hyde Park still remains the great social open-air centre of London,

where the gay world desports itself as it has done through many

centuries. That great green sward has been the high-ground of history

and romance.

HYDE PARK AND KENSINGTON GARDENS

LIST OF TREES AND SHRUBS THAT HAVE BEEN PLANTED

KINDLY SUPPLIED FOR THIS VOLUME BY MAJOR HUSSEY, OF HIS MAJESTY’S

OFFICE OF WORKS

H. means Hyde Park; K. means Kensington Gardens; H. K. means planted in

both.

Acer campestre.

circinnatum.

creticum.

H. K. dasycarpum.

macrophyllum.

Negundo variegatum.

palmatum.

K. platanoides.

K. Reitenbachii.

H. Schwedleri.

H. K. pseudo-platanus.

K. foliis variegatis.

H. K. purpureum.

rubrum.

saccharinum.

saccharinum var. nigrum.

tartaricum.

H. K. Æsculus Hippocastanum laciniata.

H. K. rubicunda.

H. K. Ailantus glandulosa.

Alnus barbata.

cordifolia.

H. K. glutinosa.

H. K. laciniata.

var. quercifolia.

var. incisa.

Alnus incana.

Amorpha fruticosa.

H. Ampelopsis quinquefolia.

K. tricuspidata.

H. K. Amygdalus communis.

amara.

macrocarpa.

nana.

K. Amelanchier canadensis.

vulgaris.

Andrachone.

H. K. Arbutus unedo. var. rubra.

Aralia chinensis.

spinosa.

Amorpha fruticosa.

Aristolochia Sipho.

Armeniaca sibirica (Prunus).

Artemisia arborescens.

Asimina triloba.

H. K. Aucuba japonica.

H. K. var. viridis.

Azalea sinense (Rhododendron).

H. K. pontica.

nudiflora.

H. K. Berberis aquifolium.

H. Darwinii.

Fortunei.

japonica.

repens.

H. K. Berberis stenophylla.

vulgaris.

folius purpureis.

H. K. Betula alba.

K. pendula.

fruticosa.

nana.

H. K. nigra.

lenta.

populifolia.

urticifolia.

H. K. Buxus balearica.

H. K. sempervirens, var. arborescens.

caucasia.

sempervirens aureomarginata.

K. prostrata.

Caragana arborescens.

frutescens.

Chamluga.

K. spinosa.

H. K. Carpinus Betulus.

Carya amara.

H. Caryopteris Mastacanthus.

H. K. Castanea sativa.

H. K. Catalpa bignonioides.

H. K. aurea.

Cedrus deodara.

K. libani.

Cerasus Avium (see Prunus).

multiplex.

H. Laurocerasus.

lusitanica.

Mahaleb.

H. K. Padus.

semperflorens.

serrotina.

serrulata.

H. K. Cerasus vulgaris flore plena.

japonica roseo-plena.

Waterii.

K. Cercis Siliquastrum.

Cistus florentinus.

ladaniferus.

monspeliensis.

K. vulgaris.

Clematis Flammula.

montana.

K. Vitalba.

H. K. Jackmanni.

Celtis Tournefortii.

Clerodendron trichotomum.

H. K. Colutea arborescens.

Cornus alba spæthii.

stolonifera.

mas.

aureo elegantissima.

K. variegata.

H. K. sanguinea.

Coronilla Emerus.

Corylus Avellana.

H. K. Maxima atropurpurea.

Cotoneaster acuminata.

bacillaris.

H. K. frigida.

H. K. horizontalis.

H. K. microphylla.

H. K. nummularia.

Simonsii.

Cratagus altaica.

Azarolus.

H. K. coccinea.

var. acerifolia.

var. maxima.

cordata.

crus-galli.

var. splendens.

H. K. var. pyracanthafolia.

rotundifolia.

heterophylla.

macrantha.

H. K. nigra.

Crus-galli ovalifolia.

orientalis.

H. K. Oxyacantha.

aurea.

eriocarpa.

K. flexuosa.

laciniata.

K. Cratagus Oxyacantha præcox.

pendula.

(flore pleno punicco) punicca fl. pl.

quercifolia.

K. rosea.

H. (flore pleno rubra).

H. K. (flore pleno roseo) rosea plena.

rotundifolia.

H. K. (flore pleno coccineo) coccinea plena.

H. K. (flore pleno albo).

stricta.

H. K. Cratagus punctata.

Xanthacarpa.

brevi spina.

altaica.

H. K. Pyracantha, Lalandi.

sinaica.

cuncata.

tanacetifolia.

dippeliana.

H. K. Cupressus Lawsoniana.

Naotkatensis.

sempervirens.

H. K. Cydonia japonica.

H. K. Maulei.

vulgaris var. lusitanica.

maliformis.

H. K. Cytisus albus.

H. K. alpinus.

nigricans.

racemosus.

H. K. scoparius.

sessilifolius.

Daphne Mezereum.

pontica.

H. K. Dimorphanthus mandschuricus.

Diospyros Lotus.

K. virginiana.

H. Diplopappus chrysophyllus.

H. Deutzia crenata.

K. gracilis.

H. crenata fl. pl.

H. K. Eleagnus angustifolia.

H. argentea.

H. K. Euonymus europoeus.

fructo-albo.

K. japonicus.

H. argenteus.

auro-variegatus.

radicans.

H. K. variegata.

Catifolius.

H. K. Fagus sylvatica.

cuprea.

H. K. pendula.

H. K. purpurea.

H. K. Fatsia japonica.

H. K. Ficus Carica.

Fontanesia phillyroeoides.

H. K. Forsythia suspensa.

H. K. viridissima.

Fraxinus americana cinerea.

H. K. Fraxinus elliptica.

H. K. excelsior.

angustifolia.

aurea.

peterophylla.

H. K. americana juglandifolia.

H. K. excelsior pendula.

americana cinerea.

verrucosa.

nigra.

Ornus.

angustifolius.

Genista trispanica.

H. K. Cytisus proecox.

tinctoria.

H. K. Gleditschia triacanthos.

sinensis.

nana.

Gymnocladus canadensis.

Halesia diptera.

tetraptera.

Halimodendron argenteum.

Hamamelis virginica.

Hedera Helix.

K. arborescens.

H. caendwoodiana.

canariensis.

arborescens.

K. chrysocarpa.

H. dentata.

Hedera Helix digitata.

encida.

calchica minima.

Helix Maderensis variegata.

taurica.

H. K. variegata.

H. K. Hibiscus syriacus, in variety.

H. K. Hippophæ rhamnoides.

salicifolia.

H. K. Hydrangea hortensia.

H. K. paniculata grandiflora.

H. K. Hypericum calycinum.

K. elatum.

patulum.

K. hircinum.

H. K. Ilex Agnifolium.

H. K. altaclerense.

K. angustifolia.

H. variegata.

argentea variegata.

H. K. argentea marginata.

H. K. Ilex aurea-marginata.

aurea-picta.

aurea regina.

albo-picta.

balearica.

camelliæfolia.

ferox.

argentea.

ferox aurea.

H. K. fructo-luteo.

heterophylla.

myrtifolia.

H. K. Hodginsii.

Caurifolia.

Catispina.

K. recurna.

scotica.

Shepherdii.

H. K. Watereriana.

H. K. Tortuosa.

dipyrena.

Catifolia.

opaca.

Jasminum fruticans.

H. K. nudiflorum.

H. K. officinale.

humile.

K. Juniperus climensis.

Juniperus communis.

nana.

Sabina tamariscifolia.

procumbens.

procumbens.

virginiana.

Juglans cinerea.

nigra.

H. K. regia.

H. Kerria japonica.

Koelreuteria paniculata.

H. K. Laburnum alpinum.

H. K. Laburnum vulgare.

v. quercifolium.

v. Watereri.

H. K. Laurus nobilis.

Leycesteria formosa.

Ligustrum Ibota.

H. K. japonicum.

lucidum.

H. K. ovalifolium, foliis aureis.

H. K. variegatum Quikoui.

H. K. vulgare.

H. K. Liquidamber styraciflua.

H. K. Liriodendron tulipifera.

H. K. Lonicera Caprifolium.

flexuosa.

K. involucrata.

Periclymenum.

K. Aurea reticulata.

Lycium, chinense.

hamilifolium.

Magnolia acuminata.

conspicua.

H. K. Soulangeana.

grandiflora.

H. K. stellata.

Morus alba. pendula.

nigra.

H. K. Osmanthus aquifolium ilicifolius.

H. Olearia Haastii.

H. K. Pavia flava purpurascens.

H. K. flava.

Pavia Lyoni.

glabra arguta.

parviflora.

neglecta.

Asculus.

H. K. Paulownia imperialis.

H. K. Philadelphus coronarius.

tomentosus.

floribundus verrucosus.

Gordonianus.

H. K. grandiflorus floribundus.

inodorus.

hirusutus.

H. Lemoinei.

H. K. Phillyrea angustifolium.

K. buxifolia.

decora.

K. ligustifolia.

H. latifolia.

H. K. vilmoriniana.

Photinia serrulata.

Pinus cembra.

H. Australis.

insignis.

Laricio.

K. sylvestris.

Planera aquatica.

Richardi.

Platanus acerifolia.

H. K. Populus alba.

H. K. pyramidalis (bolleana).

balsamifera.

H. K. Populus canescens.

H. K. Canadensis.

deltoidea.

H. aurea.

macrophylla.

H. K. nigra.

betulæfolia.

migra, pyramidalis.

H. K. tremula.

pendula.

H. K. Prunus Amygdalus.

amara.

macrocarpa.

nana.

Persica camelliæflora.

H. K. flore roseo pleno.

alba pleno.

dianthiflora plena.

K. triloba.

cerasifera.

atropurpurea.

K. communis.

spinosa.

acida semper florens.

K. Avium.

K. pendula.

K. flore pleno.

H. K. japonica flore roseo pleno.

pseudo-cirasus.

H. serrulata.

Maheleb.

H. Watereri.

Maheleb pendula.

H. K. Padus.

Serotina.

Laurocerasus.

Caucasica.

cotchica.

rotundifolia.

lusitanica.

K. Ptelia trifoliata.

H. K. Pterocarya caucasica.

K. Pyrus Aria.

salicifolia.

H. majestica.

undulata.

amygdaliformis.

arbutefolia.

H. K. Aucuparia.

H. fructu-luteo.

auricularis.

baccata.

H. Pyrus communis.

floribunda.

hybrida.

intermedia.

lanata.

H. K. malus astracanica.

nivalis.

pinnatifida.

rivularis.

spectabilis.

H. terminalis.

Quercus Aegilops.

H. K. Cerris.

cana-major.

cana-minor.

fulhamensis.

H. K. Coccinea.

fastigiata.

filicifolia.

H. K. Ilex.

Gramuntia.

lucombeana.

palustris.

K. pedunculata.

fastigiata.

H. K. robur.

rubra.

longifolia.

Suber.

Rhamnus Alaternus maculata.

Alprica.

cathartica.

Frangula.

infectoria.

H. K. Rhododendron ponticum.

K. præcox.

dauricum.

Cunninghami.

H. K. hybrids in variety.

Rhus capallina.

H. Rhus typhina.

frutescens.

H. Cotinus.

glabra.

laciniata.

canadensis.

H. K. Ribes alpinum.

pumilum.

aureum.

præcox.

Diacantha.

Menziesii.

nigrum variegatum.

H. K. Ribes Sanguineum.

albidum.

Robinia hispida.

inermis.

H. Pseudacacia.

K. Pseudacacia angustifolia.

H. K. bessoniana.

decaisneana.

dubia.

elegans.

fastigiata.

heterophylla.

inermis.

monophylla.

semperflorens.

tortuosa.

viscosa.

Rosa arvensis.

Banksiæ.

canina.

damascena.

gallica centifolia.

muscosa.

indica.

rubiginosa.

H. K. rugosa.

flore plens.

H. K. wichuraiana.

K. multiflora.

noisettiana.

H. K. hybrids in variety.

Rosmarinus officinalis.

H. K. Rubus fruticosus.

alba-pleno.

rubra-pleno.

H. K. laciniatus.

nutkanus.

H. K. Ruscus aculeatus.

H. K. Salisburia adiantifolia.

K. Salix alba.

H. K. aurea.

H. K. babylonica.

H. K. Caprea.

K. daphnoides.

K. rosmarinifolia.

H. K. purpurea.

viminalis.

H. K. Sambucus nigra.

H. laciniata.

foliis aureis.

racemosa.

plumosa.

H. aurea.

H. K. Spartium junceum.

Smilax aspera.

glauca.

rotindifolia.

H. K. Skimmia japonica.

Sophora japonica.

Spirea bullata.

H. arixfolia.

canesceus.

H. argata.

cantoniensis.

H. aurea.

chamcedrifolia.

discolor.

japonica.

H. K. Bumalda.

K. prunifolia flore pleno.

salicifolia.

Sorbifolia.

Thumbirgi.

H. K. Lindleyana.

Symphoricarpus orbiculatus.

K. racemosus.

K. Syringa Emodi.

Josikæa.

H. K. persica.

H. K. alba.

H. K. vulgaris.

H. K. many garden varieties.

K. Tamarix gallica.

K. Taxodium distichum.

K. Taxus baccata adpressa.

H. K. baccata.

H. K. aurea.

Dovastoni.

fastigiata.

fructo luteo.

canadensis.

cuspidata.

Thuya dolobrata.

japonica.

K. occidentalis.

orientalis.

aureo-variegata.

plicata.

Tilia americana.

H. K. argentea.

cordata.

K. dasystyla.

petiolaris.

K. platyphyllosasplenifolia.

H. K. vulgaris.

H. Ulex europæus.

LIST OF HERBACEOUS PLANTS

H. Ulex flore pleno.

nanus.

K. Ulmus americana.

H. K. pendula.

H. K. campestris.

Louis van Houtte.

sarniensis.

H. K. Wheatleyi.

Ulmus glabra.

H. K. connubiensis.

H. K. stricta.

H. K. montana.

atropurpurea.

H. fastigiata aurea.

H. K. pendula.

vegeta.

pedunculata.

H. K. Camperdown weeping.

Veronica cupressoides.

Traversii.

H. K. Viburnum dentatum.

Lantana.

Lentago.

K. Opulus.

H. sterile.

H. K. Tinus.

hirtum.

H. K. plicatum.

Weigela Diervilla florida.

H. K. hybrida.

K. Looymansi aurea.

K. Wistaria chinensis.

multijuga.

Xanthorrhiza apiifolia.

Yucca angustifolia.

filamentosa.

flaccida.

H. gloriosa.

H. K. recurvifolia.

HERBACEOUS PLANTS GROWN IN HYDE PARK AND KENSINGTON GARDENS

Acanthus candelabrum.

mollis alba.

Achillea ptarmica.

millefolia rosa.

Aconitum autumnale.

Napellus bicolor.

Acorus gramineus var.

Actoea spicata fructo nigra.

Agapanthus umbellatus.

Agathoea coelestis.

Ajuga reptans purpurea.

metallica crispa.

Allium Moly.

Alisma Plantago.

Alyssum compactum.

Anemone Japonica.

alba.

blanda.

Anchusa italica.

Antennaria tomentosa.

Antirrhinum in variety.

Aquilegia coerulea.

hybrida.

Arabis al bida (fl. pl.).

Arenaria in variety.

Armeria cephalotes rubra.

vulgaris.

Asclepias curassivica.

Asparagus Sprengerii.

Asters in variety.

Asperula odorata.

Aubrietia Leichtlinii.

græca.

Auricula in variety.

Aubrietia grandiflora.

Bellis perennis in variety.

Bocconia cordata.

Bupthalmum salicifolium.

Camassia esculenta.

Campanula in variety.

Calla Oethiopica.

Carex Japonica, fol. var.

Chrysanthemum maximum.

uliginosum.

Centaurea in variety.

Cineraria maritima.

Convolvulus.

Convallaria majalis.

Coreopsis grandiflora.

Canceolata.

Drummondii.

tinctoria.

Crambe cordifolia.

Cynara scolymus.

Cyperus Congens.

Dactylis glomerata var.

Delphinium in variety.

Dictamnus fraxinella.

alba.

Digitalis in variety.

Doronicum austriacum.

plantagineum excelsum.

Epilobium angustifolium.

album.

Eremurus robustus.

Erigeron speciosum.

glabellus.

Eryngium gigantea.

amethystimum.

Ferula gigantea.

Francoa ramosa.

Funkia ovata.

alba marginata.

grandiflora.

undulata var.

Fuchsia gracilis.

variegata.

Gaillardia in variety.

Galega officinalis.

alba.

Gaura Lindheimeri.

Geum coccineum.

Geranium cinereum.

pratense alba.

ibericum.

sanguineum.

Gunnera scabra.

manicata.

Gynerium argenteum.

Gypsophila paniculata.

Gymnothrix Catifolia.

Helenium autumnale.

pumilum magnificum.

grandicephalum striatum.

Helianthus in variety.

Hemerocallis aurantiaca major.

flava.

Thunbergi.

Helleborus niger.

Heracleum giganteum.

Herniaria glabra.

Heuchera sanguinea.

Hollyhocks, hybrids.

Hesperis matronalis alba.

Iberis.

sempervirens.

Iris in variety.

Lathyrus Catifolius.

Lilium in variety.

Ligularia macrophylla.

Ligularia Sibirica.

Linum narbonense.

Lupinus polyphyllus.

annual varieties.

Lychnis chalcedonica.

dioica rubra fl. pl.

Lysimachia Nummularia aurea.

punctata.

Lythrum roseum superbum.

Matricaria inodora fl. pl.

Megasea cordifolia.

Monarda didyma.

Montbretia in variety.

Nymphoea in variety.

Œnothera eximea.

major.

Papaver orientale.

Panicum plecatum.

Pentstemon in variety.

Peonies in variety.

Petasites Japonica.

fragrans.

Phalaris arundinacea var.

elegantissima.

Phlox in variety.

Poa aquatica.

Polygonatum multiflorum.

Polygonum in variety.

Potentilla in variety.

Primula in variety.

Pyrethrum in variety.

Pulmonaria.

Rheum officinale.

rubrum.

Rudbeckia Caciniata fl. pl.

Newmanii.

Runex (giant water dock).

Salvia argentea.

patens.

Saxifrage in variety.

Scolopendrum vulgare.

Sedum in variety.

Sempervivum in variety.

Senecio Japonicus.

Solidago canadensis.

Virgaurea nana.

Shorti.

Spirœa in variety.

Spergula pilifera aurea.

Statice catifolia.

Symphytum officinale.

Thalictrum aquilegifolium.

lucidum.

Telekia speciosa.

Tradescantia virginica cœrulea.

Tritoma uvaria.

glancescens.

Trollius europœus.

japonicus.

Tpyha catifolia.

Veronica spicata.

Verbascum Olympicum.

Violas in variety.

Villarsia nymphœoides.

Vinca major.

minor alba.

BEDDING PLANTS USED IN HYDE PARK AND KENSINGTON GARDENS

Abutilon Thompsonii.

Sawitzi.

Acalypha musaica.

macafeeana.

Acacia lophantha.

Agapanthus umbellatus.

Agathæa cœlestis.

Ageratum in variety.

Alternanthera in variety.

Alyssum compactum.

maritima.

sweet.

Amaranthus in variety.

Antennaria tomentosa.

Antirrhinum in variety.

Asters in variety.

Asclepias curassavica.

Asparagus Sprengerii.

Beet.

Begonia in variety.

Bougainvillea glabra.

Bouvardia in variety.

Calceolaria in variety.

Caladium esculentum.

Campanula in variety.

Canna in variety.

Cannabis gigantea.

Candytuft in variety.

Cassia corymbosa.

Ceanothus Veitchii.

Celosia cristata.

pyramidalis.

Centaurea cyanus.

gymnocarpa.

ragusina compacta.

Chamœrops excelsa.

fortunei.

Chlorophyton elatum.

linare var.

Chrysanthemum in variety.

Cineraria maritima.

diamant.

Clarkia in variety.

Cobea scandeus.

Coleus verschaffeltii.

Collinsia.

Coreopsis Drummondi.

Convolvulus major.

Carnation in variety.

Cuphea platycentra.

Dactylis glomerata.

Dahlia in variety.

Daisies, double.

Dianthus glutinosus.

Dracœna australis.

draco.

Echevaria in variety.

Erythrina Crista-galli.

Eschscholtzia Ruby King.

Eucalyptus globulus.

Francoa ramosa.

Fuchsia in variety.

Gazania splendens.

Gaura Lindheimeri.

Gladiolas Meadowvale var.

Gnaphalium.

Godetia in variety.

Grevillea robusta.

Grasses, ornamental, in variety.

Gypsophila.

Heliotrope, President Garfield.

Hollyhocks in variety.

Holeus mollis var.

Humulus japonicus var.

Hyacinthus candicans.

Hydrangea hortensia.

paniculata grandiflora.

Impatiens balsamina.

Iresine brilliantissima.

Lindenii.

Kalanchœ.

Kentia Belmoreana.

Kochia scoparia.

Latania Corbonica.

Larkspur.

Leucophyton Brownii.

Lilium in variety.

Lobelia.

Lotus peliorhyncus.

Lupinus in variety.

Marguerites.

Marigolds.

Maurandya purpurea grandiflora.

Metrosideros floribunda.

Mesembryanthemum in variety.

Mignonette.

Musa enseta.

Musk.

Monstera delicosa.

Nasturtium.

Nerium Oleander gloriosum.

Nemesia strumosa.

Nicotiana affinis.

Sanderœ.

sylvestris.

Nigella Miss Jekyll.

Nierembergia gracilis.

Œnothera (evening primrose).

Œnothera speciosa.

Ophiopogon jaburam var.

Oreocoma candollei.

Pansies in variety.

Pelargoniums in variety.

Pentstemon in variety.

Phlox in variety.

Phoenix dactylifera.

reclinata.

Phormium tenax.

var.

Phyllanthus atropurpureus.

Plumbago capensis.

Polyanthus.

Poppy, French.

Shirley.

Ricinus Gibsoni.

communis major.

Salvia in variety.

Schizanthus Wisetonensis.

Sempervirens in variety.

Spergula pilfera aurea.

Streptosolon Jamesonii.

Strobilanthes Dyerianus.

Stocks, East Lothian.

Ten week.

Sweet Peas in variety.

Tuberose.

Verbena in variety.

Veronica Andersonii.

Viola in variety.

Zea Japonica var.

Zinnia elegans.

INDEX

Achilles statue, 12, 13, 255.

Adam de Thorpe, 33.

Adelaide, Queen, 256.

Addison, Joseph, 139, 144, 148.

Advertisements of theft, 221-223.

Albert Memorial, 263, 264.

Alexandra, Queen, coronation of, 332;

driving in Hyde Park, 11, 12.

America, public decorations in, 55.

Anne Boleyn, 38, 173, 333.

Anne, Queen, Hyde Park in time of, 136;

life of, 130;

planted trees in, 19;

society under, 136, 138;

suppressed Mayfair, 145.

Apsley House, 112;

dinner-party at, 257;

historic interests, 303-307;

Queen Charlotte at, 242;

site of, 165;

windows broken, 257.

Arlington, Lord, 105, 136.

Armstrong, Sir Thomas, 207.

Assassination Plot, 209.

Austen, Jane, 163, 164.

Bachelors and widowers, tax on, 132.

“Bagmen,” 357.

Banqueting houses, 30, 39, 43-46, 63.

Beaux, The, 146.

Bell rung in Hyde Park, 128.

Bicycling, 362, 363.

Bird Cage Walk, 97.

Birds, 3, 16, 23, 152, 318-323.

Blessington, Lady, 252-255.

Bolingbroke, Roger, 181-183.

Braybrooke, Robert, Bishop of London, 27.

Brembre, Nicholas, 181.

Brummel, Beau, 242, 248, 249.

Buckingham, Duchess of, 135, 148.

Buckingham, “Steenie,” Duke of, 70, 71, 336, 337.

Buckingham House, 136, 166.

Buckingham Palace, 56, 96, 105.

Building sites, 82, 91.

Burke, Edmund, 237.

Burlington House, 142.

Butchell, Martin van, 245.

Byron, Lord, 271, 286.

Cabriolets, 361.

Calash, 347.

Camps, Cromwell’s troops, 74, 75;

refuge from plague, 106, 110;

Old Pretender’s rebellion, 144;

Gordon Riots, 239.

Carlyle, Mrs. Jane Welsh, 249.

Caroline of Brunswick, 242, 246, 250-252.

Caroline Wilhelmina, Queen, improvements in Hyde Park, 19, 151-155;

smallpox victim, 135;

Sunday Drawing-rooms, 156.

Carriage, Evolution of, 325-365.

Carthusians at Tyburn, 10, 188-189.

Castlemaine, Lady, 101-104, 112, 113, 347.

Cavendish, Lord Frederick, 278-279.

Chairs, 10, 250.

Challenge, The, 272.

Chariots, Saxon, 326.

Charles I. made “Ring,” 19, 66;

hero of pageant, 57;

preserves game, 64;

social gatherings in Hyde Park, 65, 66;

supports Buckingham, 70;

domestic trouble, 70;

mourning for, 136;

a memory of, 145.

Charles II. attends Lord Mayor’s Show, 57;

Restoration, 94;

licentious Court, 95, 143;

leads fashion, 95-119;

treatment of regicides, 173, 203;

duelling under, 269;

his calash, 347.

Charlotte, Princess, 246.

Charlotte, Queen, 166;

at Apsley House, 242;

at review, 244.

Charters, 20, 22, 36.

Chase, definition of, 5.

Chaucer, 30.

Cheesecake House, 67, 111, 274.

Chelsea Waterworks, 153.

Chesterfield, 2nd Earl of, 120;

4th Earl of, 148, 151, 157;

5th Earl of, 230-231.

Churchill, Sir Winston, 269.

_Circus, The_, 131-134.

City Companies, 54, 56.

Coaches, introduced, 53, 333, 334;

“Flying coaches,” 355;

hackney, 32, 126, 137, 335;

mail, 353-354;

modern, 340-341;

stage, 339-352;

state, 350.

Coaching Club, 337.

Concerts, 14, 303.

Connaught Place, 5, 235.

Connaught Square, 202.

Connaught Terrace, 10.

Constitution Hill, 12, 29, 260.

Copenhagen, bicycling in, 362-363.

Coronation festivities, 250, 256, 258;

processions, 332-333.

Coventry, 162-165, 240.

Cricket, 7, 156.

Cromwell, Act passed by, 269;

adventures in Hyde Park, 90-91;

at a hurling match, 86;

funeral, 205;

indignities, 173, 203-205;

return from Ireland, 81;

troops in Hyde Park, 74-75.

Cumberland Gate, 239, 250-251, 260.

Cuthbert, Captain, 285.

Deane, Anthony, 82, 94.

Deer, 30, 50, 64, 81, 96.

Deerhurst, Lord, 240.

De Grammont, Count, 97, 104.

Demonstrations, 293-294.

Denmark, Kings of, 63, 170.

Devonshire, Georgiana, Duchess of, 162, 238, 240, 242.

Devonshire House, 6, 142.

Dialect of highwaymen, 226.

Dissolution of monasteries, 35.

Dodd, Dr., 230-232.

Domesday Book, 22, 24, 26.

Donegall, Marchioness of, 243.

Dorchester House, 240.

D’Orsay, Count, 254-255.

Duelling grounds, favourite, 271.

Duels in Hyde Park, 265-287.

Dunstan, St., 20, 22.

Dust, 89, 101, 115, 125, 132, 347-348.

Edgar, King, 19.

Edward the Confessor, 23, 25.

Edward I., 57.

Edward III., 33.

Edward VI., 43-46.

Edward VII., Coronation of, 332;

kindliness of, 56, 310;

motoring, 364;

special rights in Hyde Park, 12, 292.

Eia, Manor of, 22, 24, 26.

Elizabeth, Queen, abolished cock-fighting, 63;

victims at Tyburn, 185, 193, 196;

command to cooks of London, 52;

dress of, 59, 60;

death, 61;

pageantry, 54;

her suitors, 50-51;

hunting parties, 50-51, 152;

laws of, 141, 148;

triumphal progresses, 334.

“Elms, The,” 175-179.

Eubery, Manor of, 22, 36.

Evelyn, John, Diary, 83, 87-88;

biographical sketch, 98-100;

laughs at disinfectant, 110;

mentions fireworks, 116;

describes Mary II., 121;

visits nursery gardens, 137;

sees remains of regicides, 206.

Ewerer, Office of, 41.

Fair and festivities in 1814, 247-248.

Ferrers, Earl, 167-170.

Fielding, Beau, 146.

Fitzgeralds, Execution of the, 192.

Fitzherbert, 241-242.

Flower-girls, 146.

Flowers, 14, 312-313, 316-317, 373.

Flying coaches, 355.

Footpads, 122, 124, 157, 160, 213.

Forest, definition of, 4.

Forks, 40, 41.

Fortifications, 74-75.

Foster, Lady Elizabeth, 238.

Four-in-Hand Club, 7, 337, 353.

Fox, Charles James, 237-238, 286.

Friend, Sir John, 209-211.

Fuller, Dr., 77, 181.

Gardening, 151, 312-313.

Gardens, 4, 137, 151, 315.

Garrick, George, 277.

Gaunt, Elizabeth, 207-209.

Geoffrey de Mandeville, 24, 26.

George I., Court of, 134, 143;

review in Hyde Park, 144;

wall built by, 96.

George II., improvements in Hyde Park, 2, 151-155;

Court of, 135, 143, 148;

anecdote of, 165;

kindly deeds, 165.

George III., granted cottage to Mrs. Sims, 244;

illness of, 242;

shot at in Hyde Park, 243;

romance of, 165-166.

George IV., Coronation of, 250;

extravagance, 241-242;

lack of dignity, 245;

marriage, 241-242.

Gigs, 357.

Gloucester, Eleanor Cobham, Duchess of, 183-184.

Gloucester, Humphrey, Duke of, 182-183.

Gordon, Cosmo, 281.

Gordon Riots, 239.

Gore House, 254-255.

Grave Maurice’s Head, 67.

Gravel Pits, 82, 276.

Great Conduit, 28, 29, 30, 56-57.

Great Exhibition of 1851, 261-263, 353.

Great Fire, 111-112, 141, 349.

Great Plague, 106-110, 141.

Grosvenor Gate, 156.

Gunnings, The, 161-162, 164-165, 240.

Hackney Coaches, introduced, 335;

not allowed in Hyde Park, 32, 126, 137.

Hamilton, Duchess of, 162.

Hamilton, Duke of, killed in duel, 273-274.

Hamilton, James, 96, 105.

Hamilton Place, 74, 96.

Hammercloths, 350.

Hanging, 10, 27, 168-170, 172-235.

Hansom cabs, 360-361.

Harold II., 23.

Henrietta Maria, Queen, at Tyburn, 70-73;

coach of, 338.

Henry I., 175.

Henry II., 175.

Henry III., 28.

Henry V., 57.

Henry VI., 57.

Henry VIII., acquired and enclosed Hyde Park, 4, 33-37;

accident, 37;

banquet, 39;

executions at Tyburn, 188-193;

expenses of, 42-43;

keeps May-Day at Greenwich, 38.

Herbert, Lord, 268-269.

Hervey, Lord and Lady, 148-151.

Highwaymen, 157, 160, 213, 226, 227-230.

Holland, First Lord, 237.

Horse litter, 327, 333.

Hunsdon, Lord, 50-51.

Hunting, 23, 26, 30, 35-37, 50-51, 61-65.

Hurling, 86-87.

Hyde, Manor of, 4, 22;

becomes Royal Park, 35-36;

given to monks, 24;

history of, 33.

Hyde Park, Achilles statue in, 12, 13, 255;

banqueting houses in, 39, 45-46, 63;

beaux in, 146;

bell rung in, 128;

birds in, 3, 16, 23, 152, 318-323;

building sites in, 82, 91;

camps in, 74-75, 106-110, 144, 239;

chairs in, 10, 250;

coaching club in, 337;

coronation festivities, 250, 256-258;

cricket in, 7, 156;

deer in, 33, 50, 64, 81, 90;

demonstrations in, 293-294;

duels in, 265-287;

early history of, 19-33;

fairs in, 247, 258;

flower-girls in, 146;

flowers in, 14, 312-313, 316-317, 371;

footpads in, 122-124, 157, 160, 213;

fortifications in, 74-75;

Four-in-Hand Club, 7, 337, 353;

gardening in, 151, 312-313;

Great Exhibition of 1851, in, 261-263;

lighting of, 123-124;

lists of shrubs and trees, etc., 367-371;

lodges in, 66, 111, 153;

macarnis in, 170, 236;

masks in, 120, 126-127;

May-Day in, 80-87;

monastic lands, 24;

music in, 303;

open air services in, 301-303;

orange girls in, 120-121, 146;

orchards in, 2, 96, 105;

Pepys in, 100-116;

playground of Society, 66;

police in, 293-295;

purchasers of, 82;

poachers in, 52, 64, 317;

races in the Ring, 38, 66, 73;

Ranger’s Lodge in, 14, 66;

Restoration festivities in, 94;

riders in Rotten Row, 290-292;

a Royal forest, 23;

a Royal park, 33-36;

sold by auction, 81;

suffragists in, 171, 295-297;

Sunday in, 12, 133, 138, 143, 164, 245, 247-248, 296, 298;

under the Puritans, 79-91;

veterans in, 310;

wall round, 6, 8, 49, 96, 137, 144, 256;

wooden paling round, 36, 137.

Hyde Park Corner, 13;

Allen’s stall at, 165, 304;

Burton’s Arch, 261;

Charles II. at, 119;

Royal escort at, 54;

traffic at, 159;

Wyatt’s troops near, 47-50.

Improvements in Hyde Park, 151-155, 261.

James I., duelling under, 268;

encourages silk industry, 96;

hunts in Hyde Park, 63;

law against building, 142;

restores cock-fighting, 63;

strict preserver of game, 62-65;

Spring Gardens so called by, 91.

James II., 111, 119-120, 129-130, 136.

Jennings, Sarah, 130.

John of Gaunt, 33.

John, King, 178.

Jonson, Ben, 9, 41, 268.

Kensingston Gardens, 2, 36, 151;

servants and dogs not allowed therein, 6, 139, 143;

habitués of, 16;

improvements in, 151-155;

in May, 245;

mysterious person in, 129;

“Physical Energy” in, 307;

Round Pond, 154;

tea kiosks in, 92.

Kensington Palace bought, 122;

death of Mary II., 129;

Queen Victoria born, 2.

Kildare, Earl of, 190-192.

Kingsborough, Lord, 283-285.

Kingston, Dukes of, 134, 158.

Kingstown, Earl of, 284-285.

Kit-cat Club, 135.

Knightsbridge, Barracks, 11;

origin of word, 23;

building at, 82;

Pepys at, 116;

robbers, 122, 160, 213;

view in 1719, 145.

Ladies’ Clubs, 309.

Lake House, 67.

Lanesborough House, 156.

Lecture ground, the, 124.

Lennox, Lady Sarah, 166, 238, 353.

_L’entente cordiale_, 264.

Leper Hospital, 34-35.

Letters, from Mrs. Merricke to Mrs. Lydall, 68.

—— Charles I. to Duke of Buckingham, 71.

—— John Barber to Mr. Scudamore, 87.

—— Edward Harley to his father, 116-117.

—— Lady Mary Bertie to her niece, 116.

—— Lady Rachel Russell to Lady Granby, 117.

—— Lady Chaworth to Lord Ross, 117.

—— Lady Mary Wortley Montagu to her husband, 134.

—— Lady Mary Wortley Montagu to Countess of Mar, 149-150.

—— Joseph Addison to a friend, 144.

—— Lord Chesterfield to Mr. Dayrolles, 157.

—— Horace Walpole to Horace Mann, 227-230.

—— Duchess of Gloucester to Queen Victoria, 262.

—— Queen Victoria to King of the Belgians, 263.

List of Flowers in Hyde Park, 373.

List of Shrubs and Trees, 367.

Littlington, Nicholas, 33.

Liver Brigade, 15-16.

Lodges in Hyde Park, 66-67, 111-112, 153.

London, cooks of, 51;

keeping May-Day, 84-85;

pageantry of, 55-57;

primitive, 3, 20;

public vehicles of, 337-361;

siege of, 47;

streams of, 22;

water supply of, 29.

London Bridge, 47, 192.

Longbeard, William, 175-177.

Lonsdale, 285.

Lopez, Dr., 10, 196-197.

Lord Mayor’s coach, 350.

Louis XVIII. of France, 247, 264.

Macaronis, 170-171, 236.

MᶜLean, the highwayman, 227-230.

Maid of Kent, 10, 192.

Mail coaches, 353-354.

Marble Arch, 6;

history of, 260-261;

near site of Tyburn, 8, 172;

speakers near, 298;

traffic at, 159-160;

used only by the King and Queen, 12.

Mary Tudor, Queen, hunting, 26;

reign of, 47.

Mary II., Queen, 121-124;

held reviews, 129;

ill with smallpox, 129;

her death, 130.

Marybone Park, 43, 51, 64.

Marybone Tea Gardens, 93.

Marylebone, 27, 28.

Masks, 120, 126-127.

May-Day, 80-87, 89, 100-101, 112-114, 338.

May-Day Games, 38, 63, 84, 87-89, 145.

May Fair, 145, 157, 304.

Mexican saddles, 329.

Middleton, Gilbert, 179.

_Milton’s Paradise Lost_, 240.

Modern coaches, 340-347.

Mohun, Lord, 273-274.

Montagu, Lady Mary Wortley, 134-135, 148.

Montagu, Mrs., 86, 157, 163.

Montgomery, Colonel, 285-286.

Mortimer, Roger, 180.

Motors, 13, 17, 361, 363-364.

Mulberry Gardens, 96-97, 105.

Music in Hyde Park, 252, 303.

Newcastle, Duchess of, 112-113.

Newfoundland dog causes duel, 286.

Newgate, description of, 212, 220;

fashion at, 158, 227, 230;

hangings at, 186, 284.

Newspaper duels, 274, 280, 281.

New York, omnibus in, 359.

Neyt, Manor of, 22, 36.

Neyt House, 33.

Northampton, Earl of, 77.

Norwegian sledges, 355.

Nottingham, Earl of, 122.

“Old Q,” 240.

Oliver’s Mount, 75.

Omnibus, horse, 358;

steam, 358;

first, 359.

Open-air services, 301-303.

Opposition to coaches, 339, 348-349.

Orange girls, 120-121, 146.

Orchard, 2, 96, 105.

Orme Square, 82.

O’Royrke, Bren, 195-196.

Pack-horses, 331.

Pageantry, 55-58.

_Paile Maille_, 97.

Park, definition of, 5.

Park Lane, 2, 157, 240, 250, 304.

Paul’s Walk, 83.

Pepys, Samuel, biographical sketch, 99;

opinions of Hyde Park, 100-116;

of Shirley’s play, 9, 206.

Penn, William, 208-209.

Persian Ambassador, 206.

Petersham, Lord, 246.

Piccadilly, 21, 60, 224, 240-241, 309.

Pillions, 326, 333.

Pitt, William Earl of Chatham, 167, 237.

Pitt, William, the younger, 237, 286.

Plunket, Oliver, 206.

Post-chaise, 350-351.

Prayer-Book Brigade, 12.

Present day celebrities in Hyde Park, 290-292.

Preservation of game, 23, 36, 50-51, 62-64.

Prince Albert, 259-264.

Prince of Wales, The, 56, 290.

Princess Charlotte, 246.

Pump at Westminster, 32-33.

Purchasers of Hyde Park, 82, 94.

“Queen’s House,” The, 166.

Rabbits, 313.

Races, 38, 66, 73.

Railroads, 358.

Ranger’s Lodge, 14, 66.

“Rebecca Riots,” 357.

Reform League, 7.

Reviews in Hyde Park, 50, 102, 113, 115, 129, 144, 243-244, 264,

309-310.

Rhododendrons, 315.

Riding astride, 328.

Ring, The, abolished, 153;

duels near, 270;

established, 19, 66;

races in, 73.

“Roase Inn, The,” 145-146.

Roberts, Lord, 310.

Rotten Row, as a tan ride, 19;

derivation of name, 155;

“Liver Brigade” in, 15;

made, 155;

present habitués of, 290-292.

Royal Coach, 352-353.

Royal Mews, 29, 30, 97.

Rutland Gate, 158.

Rye House Plot, 208.

St. Dunstan, 19.

St. George’s Hospital, 157.

St. James’s Palace, 34-35, 123-124.

St. James’s Park, acquired, 34-35;

Evelyn writes of, 88;

hunting in, 62-63,

skating in, 245;

Society in, 53-54, 96-97, 117-118;

water supply of, 153-154;

Wyatt’s troops in, 48-50.

St. Paul’s Cathedral, 83, 136, 138.

Salisbury, The Marchioness of, 242.

Satire on the “Ring,” 131-134.

Sedan chairs, 335-337.

Serpentine, formation of, 2, 150-155;

life-saving on, 127;

naval engagement on, 248;

skating on, 170, 241, 244, 259;

suicide in, 249;

wild fowl on, 318.

Servants’ gossip, 139.

Shelburne, Earl of, 278-279.

Sheppard, Jack, 173, 214-219.

Sheridan, Brinsley, 237, 271.

Shopping in the eighteenth century, 158.

Shrubs, 367.

Sicilian carts, 355.

Side-saddles, 328.

Skating, 156, 170, 241, 244, 259.

Speeches in Hyde Park, 296-300.

Spring Gardens, 34, 83, 91, 96, 125.

Springs in Hyde Park, 32, 65, 244.

Stage coaches, 339, 352.

State coaches, 350.

Steel shutters, 353.

Steel springs, 352.

Student’s duel, 282-283.

Suffragists, 171, 295-297.

Sundays in Hyde Park, 12, 133, 138, 143, 164, 245, 247-248,

296, 298.

Tangiers, dining out in, 335.

Targets, 239.

Tax on bachelors, 123;

on foreign merchants, 29.

Taximeter cabs, 13, 361.

Thomas, Colonel, 281-282.

Thrale, Mrs., 112, 165, 353.

Toll-gates, 357.

Tracy, John, 82.

Travelling in Middle Ages, 330-331.

Trees, 26, 65, 120, 314-315, 367.

Trinobantes, 20, 364.

Turner, Mrs., 198-199.

Turnpike gates, 357-358.

Turnpike roads, 335.

Tyburn, atrocities at, 180-186;

early chronicles of, 172-199;

Earl Ferrers at, 167-170;

grim records of, 8-10;

the Triple Tree, 200-235;

last execution at, 234.

Tyburn Gate, 9.

Tyburn Lane, 157, 173.

Tyburn Meadow, 81.

Tyburn Road, 20, 75, 173, 180.

Tyburn Stream, 20-22, 35, 145;

conduits, 28-29;

flows through sewers, 22, 174;

high holiday at the, 30;

water good, 32.

Tyburn Tablet, 8.

Tyburn Ticket, 128, 223.

Vehicle, first public, 335.

Veterans, Indian Mutiny, 310.

Via Trinobantia, 20.

Victoria, Queen, birth of, 2;

coronation festivities, 258-259;

fired at, 260;

funeral of, 252;

opens Great Exhibition, 261-264;

review, 264.

Waggons, 355-357.

Wall round Hyde Park, 6, 8, 49, 96, 137, 144, 256.

Warbeck, Perkin, 186-188.

Wat Tyler’s Rebellion, 180.

Watts, G. F., 308-309.

Wellington, The Duke of, 128;

adorns the park, 243;

anecdotes of, 257-258;

as a duellist, 286;

his daily life of, 303-307.

Westbourne, The, 21-23, 145, 152-154.

Westbrook, Harriet, 249.

Westminster Abbey, 21, 24, 32, 36, 130, 136, 145.

Westminster Hospital, 157.

Westminster, monastery at, 20, 24, 35-36;

pump at, 32-33.

_Westminster Gazette, The_, 171.

Whirlicote, 329.

Whitehall, a Royal possession, 33-36;

burning of palace, 122.

Wilberforce, William, 237, 254.

Wilcox, Richard, 82.

Wild, Jonathan, 173, 219-225.

Wilkes, John, 237, 274-276.

William the Conqueror, 24.

William III., buys Kensington Palace, 122;

law of, 126, 128;

lights Hyde Park, 123.

William IV., 256-257.

Wise, Henry, 137.

Wolsey, Cardinal, 33.

Wooden paling, 36, 137.

Wyatt’s rebellion, 47-50.

Yellow Book, The, 89.

Yeomen of the Guard, 43.

_Printed by_

MORRISON & GIBB LIMITED,

_Edinburgh_

* * * * * *

Transcriber’s note:

The spelling, hyphenation, punctuation and accentuation are as the

original, except for apparent typographical errors which have been

corrected.

One paragraph contains an unpaired round bracket which could not

be corrected with confidence.