But, without having broad wheels, coaches were by far the best customers the roads had. They paid large sums of money, and really benefited the roads, rather than injured them. A road is more easily kept in repair when it has a variety of traffic over it. When, as is commonly the case now, it is nearly all single horse work, the wheels and the horses always keep to the same tracks, and the new metal requires constant raking to prevent the road getting into ruts; whereas, with a variety in the traffic, the stone settles with little trouble. Probably little or no alteration took place in the build of the mail coaches during Mr. Vidler's contract, but at the expiration of it the telegraph spring, the same as was at work under the other coaches, was substituted for what was termed the mail coach spring, which had hitherto been in use as the hind spring. This alteration had the desirable effect of shortening the perch, which was favourable to draught, and, at the same time, it let down the body, which was of a square build, lower down between the springs, which added to the stability. The same axles and wheels were continued, only that the tires, instead of being put on in "stocks," were like those on other coach wheels fastened on in one circle. As late, however, as the year 1839, the post-office authorities did not appear to be quite satisfied, as an enquiry was instituted; but I cannot find that any change of much value was suggested, and certainly none was the outcome of the enquiry. A Mr. J. M'Neil, in his evidence, said that there was no reason why, if the front part of the carriage was upon telegraph springs, the hind part should not be upon C springs. This, no doubt, would check the swing attendant upon the C spring, but might give a rather rude shock to the telegraph spring in doing so. Four years later I find that the sum of thirty shillings was allowed for "drawing the pattern of a coach." The plan, however, was not forthcoming. The following statement shows how large the business of the mail coach department had become by the year 1834, just half a century after its establishment. In England alone the number of miles travelled daily by mail coaches was 16,262. The amount of expense for forwarding the mails was £56,334; amount of mail guards' wages £6,743; the number of them employed was 247; the number of roads on which the coachman acted as guard was 34; the number of roads on which the patent coaches were used was 63, and on which not used was 51. The patent coaches, therefore, seem to have been brought into use slowly. MILEAGE WARRANTS (October, 1834). 3 at 1d. 1 at 1-1/4d. 34 at 1-1/2d. 42 at 2d. 4 at 3d. 1 at 3-1/2d. 1 at 4d. 3 paid yearly sums. 1 received no pay.