Chains and springs on the bars are good things for night-work, as they prevent the leaders’ traces coming off. A narrow road, sufficiently wide, of course, for carriages to pass with convenience--with no ditch on the side--is much the best for night-work. Unless when the moon is very bright, a dark night is in favour of safe travelling. When it is what coachmen term “a clear dark,” the lamps give much better light than when the darkness approaches to grey. In very wide roads, particularly where there are no hedges to confine them, lamplight is both weak and deceiving; and moonlight is often glimmering and doubtful, particularly when clouds are passing rapidly. Lamplight is treacherous, both in fogs and when horses are going at a moderate pace, with the wind just behind them; for then the steam arising from their bodies follows them, and necessarily obstructs the light. Sometimes, from driven rain or snow, a coachman can scarcely open his eyes so as to see the road to the extent of the light given by the lamps, in which case a tight hand on the horses is especially necessary. A heavy fog is the only thing which baffles the skill and intrepidity of our night coachmen. In this case, lamps are of no avail as to showing light forward; and, in the worst cases, the only use that can be made of them is for the guard to hold one in his hand behind the coach, by which he will be able to see whether the horses are in the road or not. Lamps, however, are always useful in case of accidents; and, except in very clear moonlight, a night coach should never travel without them. Accidents often occur from coachmen neglecting to light their lamps in going into a town. It often happens that, when a coach comes down the road in the morning, there may be no obstruction in the streets; but rubbish from buildings, stones, or many other things, may be thrown out by the time it comes up again at night. When an accident happens to a coach, presence of mind is much required. Outside passengers should never think of quitting by jumping, from the fore part, at least, until she falls to the ground. From the box, indeed, a man may get over the roof into the guard’s seat, and thence descend. Among the various contrivances for dragging wheels, we may mention a very ingenious one by Mr. Rapson. The drag is applied to the nave of the wheel, with a chain attached, which is fastened to the breeching, a small pin on each side going into the bar of the drag. If one of these pins be taken out, the wheel will be dragged, and if both are withdrawn, the wheels are both acted upon during the descent, by the breech bearing against the horse. [Illustration]