Mr. Nobbs’ reference to the skill of the present Duke of Beaufort’s father as a “whip,” a skill which seems to be hereditary in that family, reminds us of the fact that the same nobleman, while Marquess of Worcester, habitually drove the “Beaufort” coach on the Brighton Road. The “Age” coach, on the same road, was driven by Sir Vincent Cotton, and the Hon. Fred. Jerningham acted as coachman to the Brighton day mail. It would appear, therefore, that in the days when stage coaching was a serious business, aristocratic amateurs of four-in-hand driving were as much in evidence as they are now. Many of them were, of course, unknown to their passengers, and the historians of the old coaching days allege that they were in the habit of pocketing their tips in a matter-of-course manner which would have done credit to the oldest regular coachman on the road. But it was the guard who was the person of greatest importance on a Mail Coach, and he was generally fully conscious of his own dignity, and inclined to “stand upon” it on the slightest provocation. It was necessary, however, that the guards should be men of strict probity, as they were often entrusted with commissions of great consequence, such as the conveyance of large sums of money for bankers, &c. Moreover, they were principally dependent for their income upon fees received from the public, and in some cases, it is said, those fees amounted to as much as 300_l._ a year. It is obvious that this system was one that opened a door to corruption and abuse had the guards been unscrupulous men. The payment made to them by the Post Office was but half a guinea, a week—a sort of retaining fee—or just sufficient, with the uniform, to mark them as servants of the Department. Thus, when the Post Office guards began to be employed on the railways, the Postmaster-General had to apply to the Treasury for authority to pay them in salaries, “inasmuch as it was clear that they would have no chance of obtaining fees.” Some time afterwards the Postmaster-General made a second application to the Treasury, stating “that on certain lines of road, owing to the competition of the railways (with the coaches), the number of passengers by coaches was greatly reduced, and that, consequently, the guards had lost many of their fees.” Thereupon the Treasury granted permission to pay the guards employed on coaches, in certain cases, at the same rate as the Post Office guards on the railways. The Stage Coach system was already in its decline when Mr. Nobbs took up duty in 1836. In 1837—the year of Her Majesty’s Accession—52 Mail Guards were appointed; in 1840, 19; in 1843, only 1. The total number of Mail Guards in the United Kingdom in 1841 was 365; in 1843 it had fallen to 327.