Thomas was born in Spain in the 15th-Century. From his earliest childhood he had the tenderest compassion for The Poor. Having entered The Order of Hermits of Saint Augustine, he was soon made Superior, and, after having refused the Archbishopric of Granada, he was forced to accept that of Valencia.
He thus shared in the Eternal Priesthood of Christ (Introit, Epistle, Gradual, Offertory). He spent on The Poor the large revenues of his Church, and, on the day of his death, in 1555, he gave away his last Penny, and died on a bed which did not even belong to him.
The Church, therefore, Celebrates especially in this Pontiff “his extraordinary Charity towards The Poor” (Collect, Antiphon of The Benedictus).
Mass: Státuit. Secret: Sancti Thomæ. Postcommunion: Deus fidélium. Commemoration: Saint Maurice and Companions.
The following Text is from Wikipedia - the free encyclopædia.
Saint Thomas of Villanova O.S.A. (1488–1555) was a SpanishFriar of The Order of Saint Augustine, who was a noted Preacher, Ascetic and Religious Writer of his day. He became an Archbishop, who was famous for the extent of his care for The Poor of his See.
And now, before we proceed further along The Portsmouth Road, we must “Change Here” for Dorking, a Coach-Route greatly favoured of late years, both by Mr. Rumney’s “Tally-ho” Coach, and Mr. E. Brown’s “Perseverance,” by way of a relief from their accustomed haunts, to Saint Alban's, and elsewhere. "The Perseverance” (which, alas !, no longer perseveres) left Northumberland Avenue at eleven a.m., and came down the old route until Surbiton was passed, when it turned off by way of Hook and Telegraph Hill, by Prince’s Coverts to Leatherhead, and so into Dorking.
"The Perseverance".
Mid-Victorian Advertisement for a new Stagecoach Service
Mr. Rumney’s “Wonder”—bah ! what do I say ? — I should say that gentleman’s “Tally-ho” ran to Dorking in 1892, what time "The Perseverance” also ran thither, and a fine seven-and-sixpenny ride it was, there and back. By “there and back” I do not name the route between London and the old Surrey Town. Oh no; Mr. Rumney’s was quite an original idea.
"He gave Londoners the benefit of a Country drive throughout, and ran between the sweet rurality of Hampton Court and Dorking. At 11.10 every morning he started from "The Mitre Hotel", and so, across Hampton Bridge, to Ditton and Claremont, and thence to Dorking . . .
". . . This event brings us to the threshold of the Coaching era, for, in 1784, four years after The Gordon Riots, Mail-Coaches were introduced, and the roads were set in order. Years before, when only the slow Stagecoaches were running, a journey from London to Portsmouth occupied fourteen hours, if the roads were good !
"Nothing is said of the time consumed on the way in the other contingency; but we may pluck a phrase from a public announcement towards the end of the 17th-Century that seems to hint at dangers and problematical arrivals. “Ye ‘Portsmouth Machine’ sets out from ye Elephant and Castell, and arrives presently by The Grace of God . . .”
In those days, men did well to trust to Grace, considering the condition of the roads; but, in more recent times, Coach-proprietors put their trust in their cattle and McAdam, and dropped the piety.
The Inner Court-Yard of "La Belle Sauvage" Inn, Ludgate Hill, London,
from where "The Rocket" Stagecoach would depart every morning at 0830 hrs
and arrive at "The Fountain" Inn, Portsmouth, at 1730 hrs in the afternoon.
Date: 19th-Century.
Source: "The Story of The House of Cassell" (1922).
Author: Unknown.
(Wikimedia Commons)
"The Rocket" Stagecoach.
Emerging from "La Belle Sauvage" Inn, Ludgate Hill, London.
Date: 19th-Century.
Source: "The Story of The House of Cassell" (1922).
Author: Engraving, after James Pollard (1792-1867).
(Wikimedia Commons)
A fine crowd of Coaches left London Town, daily, in the 1820s. The “Portsmouth Regulator” left at eight a.m., and reached Portsmouth at five o’clock in the afternoon; "The Royal Mail” started from "The Angel”, by Saint Clement’s, Strand, at a quarter-past seven every evening, calling at "The George and Gate,” Gracechurch Street, at eight, and arriving at "The George”, Portsmouth, at ten minutes past six the following morning;
"The Rocket” left "La Belle Sauvage,” Ludgate Hill, every morning at half-past eight, calling at "The White Bear”, Piccadilly, at nine o'clock, and arriving (quite the speediest Coach of this road) at "The Fountain”, Portsmouth, at half-past five, just in time for tea; while "The Light Post” Coach took quite two hours longer, leaving London at eight in the morning, and only reaching its destination in time for a late dinner at seven p.m.
"The Night Post” Coach, travelling all night, from seven o’clock in the evening to half-past seven the next morning, took an intolerable time; "The Hero,” which started from "The Spread Eagle”, Gracechurch Street, at eight a.m., did better, bringing weary passengers to their destination in ten hours; and "The Portsmouth Telegraph” flew between "The Golden Cross”, Charing Cross, and "The Blue Posts”, Portsmouth, in nine hours and a half.
In the early 1800s, when the roads had improved beyond all recognition, travel eventually became ‘almost’ pleasurable. Stagecoaches were able to attain speeds of up to 10 mph – cutting journey times by hours, and, in some cases, by days. What had been a two day journey from London to Cambridge (sixty-one miles) in 1750, was possible in just six hours by 1836.
London pre-dominated as the hub of all Stagecoach services up until the 1750s, but, within ten years, Stagecoach services were operating between all major Towns and Cities and the number of provincial links had increased dramatically.
Local services were still served by Carrier’s Carts, generally operating between Public Houses, but the much larger Inns, offering accommodation and fine food, were always the starting and terminating points for those travelling longer distances.
In the 1780s, "The Post Coach" would take you direct from Stourbridge,
(previously Worcestershire, now West Midlands) to London, by Lunchtime the next day.
By the time "The Cambridge Telegraph" was in service in the Early-1800s, the Stagecoach left London daily at 9.00 in the morning (except Sunday) and arrived in Cambridge at "The Sun Inn" at 3.00 in the afternoon.
The return journey commenced in Cambridge at 01.00 in the morning and arrived at “09.00 the same morn”. By 1836, the time had been cut to six hours and one Stagecoach left Cambridge at 10.00 a.m. daily, whilst another left London at the same time to travel in the opposite direction.
Ideally, there were four Stagecoaches called "The Cambridge Telegraph" – two at each end, one in service, and the other in reserve. In the Late-1700s, it cost £4 a month, including the wages of horse-keepers and stable-hands, to keep a Stagecoach horse on the road. The horses trotted and tried to keep a steady pace of ten miles an hour. Galloping could only be sustained for a short distance and was only indulged in to make up lost time.The lifespan of a horse on a Stagecoach route was only three to four years and they were then sold to farmers for lighter duties.
"The Tantivy" Stourbridge-to-Birmingham Stagecoach.
The driver in the picture is Jake Gardner and the Stagecoach stands at its starting point, The Old King's Head, Stourbridge High Street. The Landlord, William Vale, can also be seen, inside the Stagecoach, about to load a large Wicker Basket. The Public House, demolished over a Century ago, stood where Lloyds Bank stands today.
Date: Circa 1860.
[Editor: If you are wondering where the name "Tantivy" came from, it was an old hunting cry, given at a full gallop.]
Due to the population’s desire to travel, Stagecoach capacity was increased. The maximum number of six passengers (carried in the 1740s) was increased to eight or ten (inside and out) by the end of the Century, and, by 1810, Stagecoaches were large enough to carry up to eight people inside, in ‘reasonable’ comfort, with eight more taking their places outside – open to the elements but at a much reduced fare.
There were accidents though, carrying so many people, as well as their luggage, often led to Stagecoaches tipping over on the more winding roads.
Journeys were also invariably long and tedious and frequent stops were made at Inns along the way. Tired horses would be changed for a fresh team and passengers were allowed ten - twenty minutes for refreshments. For Inn-keepers, the Stagecoaches were a lucrative trade.
A Royal Mail Worcester-to-London Stagecoach,
decorated in the Black and Scarlet Post Office Livery, 1804. Number 17.
From The Costume of Great Britain, 1808 (originally issued 1804),
written and engraved by William Henry Pyne (1769-1843).
Although the Stagecoach era spanned 200 years, the real boom was between 1810 and 1830. During this time, a Nationwide network of services had been formed and some 3,000 Stagecoaches, and 150,000 horses, both Private and Mail, were employed in the transportation of people.
Freight continued to be carried by the more efficient Canal System until the 1830s, but then went by Railway, as did The Mail, from London. It was the arrival of the Railways that put the final nail in the Stagecoach's coffin, for, although they continued to be used in rural areas for some years to come, most people wanted to travel by Railway.
The photo, above, of "The Tantivy" Stagecoach, probably dates
from around 1860, when regular Stagecoach services were in their dying days. Perhaps the unknown photographer wanted to preserve for posterity a vanishing way of life.
"The Tantivy" Stagecoach ran from Stourbridge to Birmingham, departing at 10 a.m. every Monday, Thursday, and Saturday, and called at Cradley, Halesowen and Rowley, en route. One of its Staging Posts, where it took on fresh horses, was at The New Inn, Halesowen, demolished in the 1950s.
The driver in the picture is Jake Gardner and the Stagecoach stands at its starting point, The Old King's Head, Stourbridge High Street. The Landlord, William Vale, can also be seen, about to load a large Wicker Basket. The Public House, demolished over a Century ago, stood where Lloyds Bank is, today.
Several other Stagecoaches ran from The Old King's Head. In the 1820s, John Jolly ran Stagecoaches from Stourbridge to Dudley, Worcester, and London. Departing on Monday and on Wednesdays, William Cox ran a service to Wolverhampton. In the Mid-1830s, Thomas Wastel ran Stagecoaches to Wolverhampton and Dudley on Tuesdays and Fridays, and Thomas Ward ran a Thursday service to Wolverhampton and Stafford.
Travelling by Stagecoach was arduous and slow. They were often overcrowded, which sometimes led to overturning. Those riding inside the Stagecoach were cramped, while those travelling outside had to cling on for dear life, while soaked and freezing in Winter. At best, the Stagecoaches averaged seven miles an hour, over roads that could be treacherous in places.
It was not uncommon for paving stones to be stolen from the roads,
while ruts and potholes could be axle-breaking deep; the nursery rhyme
"Dr Foster went to Gloucester" was inspired by the poor nature of the roads. Added to that, passengers were required to dismount on steep hills, in order to spare the horses.
Things improved with the Turnpike Roads. With all road users, whether travelling by horse, by Stagecoach, or driving cattle, charged for using them, the roads could then be maintained, and safety and speed improved. Acts of Parliament were required to create a Turnpike Trust and Stourbridge's first was passed in 1753. The first stretch of road to be Turnpiked ran from the Old Town Hall to Wordsley Green.
The number of Turnpikes grew and by the 1780s Stourbridge folk
could take a Stagecoach from "The Talbot Hotel" to "The Crown" Inn, Worcester, a journey that took around half a day. On three days in the week, travellers could take The Holyhead-to-London Post Coach, which passed through Stourbridge, arriving in London for Lunchtime the next day. This cost the princely sum of £1 7s. 0d., roughly equivalent to £150 in today's money, or half that if you were prepared to travel on the outside of the Stagecoach, unprotected from the elements.
Stourbridge's last Turnpike Act was passed in 1816 and concerned the road to Bridgnorth. The money generated by the Turnpikes was used to improve the roads in Stourbridge and, in the 1800s, the steepness of Lower High Street was reduced, new Streets in the Town were laid out and a new, wider, Bridge over The River Stour was built.
Nigel Perry, in his book "A History of Stourbridge" (2001), writes: "In the 1840s, the Stagecoaches serving Stourbridge had romantic names, such as "The British Queen", "Red Rover", "Erin-go-Bragh", "Rocket", "Everlasting", "Bang-Up", and "Greyhound". Journeys could be made directly from Stourbridge to Birmingham, Brierley Hill and Dudley, Wolverhampton, Worcester and Kidderminster, and Bewdley, Tenbury, Leominster and Ludlow. Stagecoaches on Birmingham and Worcester routes were owned by Joseph Gardner of Windmill Street. Another Carrier was Joseph Pemberton, who ran Stagecoaches to Birmingham, Bristol, Dudley, Tipton, Worcester, from "The Coach and Horses" Inn, High Street."
The death knell for these Stagecoaches was sounded in 1852,
when The Oxford, Worcester and Wolverhampton Railway opened its station at Stourbridge. It became Stourbridge Junction in 1863, when a new line to Cradley Heath was opened. That was extended to Old Hill in 1865 and, in 1867, on to Smethwick, from where the Line connected with The Great Western Railway's route from Birmingham to Wolverhampton. The Line to Stourbridge Town was completed in 1879.
The old Stagecoaches could not compete with the Railways;
rendered obsolete, they went out of business. The last Royal Mail Stagecoach service, from London to Norwich, closed in 1846, after which, long distance Mail was carried by Railway.
The 1888 Local Government Act dissolved the remaining Turnpike Trusts and placed Main Roads under the care of the newly-created County Councils.
Photographs of the old Stagecoaches are rare, there being a relatively short overlap between the new technology of photography and the old Stagecoaches, but at least one Black Country Stagecoach was preserved for posterity. If you are wondering where the name "Tantivy" came from, it was an old hunting cry given at full gallop.
The following Text is taken from The Saint Andrew Daily Missal.
The Church, ever solicitous for the Glory of God and the Sanctification of Souls, sets apart certain hours of the day and the night for Prayer.
“During the night, I arose to sing Thy Praise”, says the Psalmist, thus, it is that, in Monasteries, Matins are recited in the middle of the night.
“Seven times a day, do I Praise Thee”, adds the Psalmist, and the Official Prayer of The Church ascends up to Heaven during the day at:
Lauds (Dawn);
Prime (first hour, 0600 hrs);
Terce (third hour, 0900 hrs);
Sext (sixth hour, Noon);
None (ninth hour, 1500 hrs);
Vespers (when the “Vesper” Star appears, 1700 hrs);
Compline (night Prayers, with which all our duties and occupations come to an end).
In order to unite our voices with that of The Church, which Sanctifies with its Official Prayer the first hour of the day, let us recite for our Morning Prayers a portion of the Office of Prime.
In Cathedrals and Monasteries, The Martyrology is read. Instead of that, mention may be made, in accordance with The Calendar, of The Feast of The Day and of The Saints Commemorated.
Pretiósa . . .
Mors Sanctórum . . .
Sancta Maria . . .
Prayer For Our Daily Work.
Deus . . .
Dómine . . .
(the above is repeated three times)
Glória Patri . . .
Amen.
Kyrie . . .
Christe . . .
Kyrie . . .
Pater noster (secreto) . . .
Et ne nos . . .
Sed líbera . . .
Réspice in . . .
Et sit . . .
Glória . . .
Sicut erat . . .
Amen.
Orémus.
Dirígere et . . .
Amen.
Reading Of The Little Chapter.
Dies et . . .
Amen.
Throughout the year.
Dóminus autem . . .
Deo grátias.
During Advent.
Dómine, miserére . . .
Tu autem . . .
During Lent.
Quaérite Dóminum . . .
Tu autem . . .
In Passiontide.
Fáciem meam . . .
Tu autem . . .
In Paschaltide.
Si consurrexístis . . .
Tu autem . . .
The Blessing.
Adjutórium nostrum . . .
Qui fecit . . .
Benedícite.
Deus.
Benedictio.
Dóminus nos . . .
Amen.
Prayer For The Dead.
Psalm cxxix. De Profundis.
De profúndis . . .
Réquiem aetérnam . . .
Et lux . . .
Orémus.
Deus, véniæ . . .
Amen.
Requiéscant in pace.
Amen.
The Angelus.
An Indulgence of 100 days may be gained each time it is recited with devotion and a contrite heart. Also, a Plenary Indulgence once a month, subject to the usual conditions, by those who, at the sound of the Bell, recite it kneeling (except in case of impediment) morning, noon, and night. From Vespers on Saturday, and on Sunday, it is said standing. In Paschaltide (from Noon on Holy Saturday till the Saturday Noon before Trinity) the Regina Cæli is said, instead.
We read in the Gospel, Saint Matthew's own account of his conversion. The Epistle describes the famous vision, where Ezechiel saw four symbolical animals, which, from earliest Centuries, have been recognised as types of The Four Evangelists.
Saint Matthew is represented by the animal with a human face, because he commences his Gospel by tracing the human descent of Jesus. His object in writing this book, which is stamped by true wisdom (Introit), was to prove that Jesus realised The Prophecies relating to The Deliverance of Israel and that He is, therefore, The Messias.
After Pentecost, The Apostle Preached The Good News in Palestine and in Ethiopia, where he was Martyred.
The name of Saint Matthew is in The Canon of The Mass, in the group of The Apostles.
Every Parish Priest Celebrates Mass for the people of his Parish.
Mass: Os justi. Epistle: Similitúdo vultus. Creed. Is said. Preface: Of The Holy Apostles.
In order to honour the high dignity of The Apostles (Secret), The Church prepares us for their Feasts by a Vigil. She therefore Commemorates on this day Saint Matthew by special Collects and by The Last Gospel of The Mass in which Saint Luke relates the call of this Apostle.
A Galilean by birth, his name before his conversion was Levi; he was a publican. This profession was that of a collector of The Roman Taxes and was very odious to the Jews, who were thus reminded of their dependence.
Generally harsh and greedy, the publican was considered by the Pharisees to be the type of the sinner. Wherefore, The Church shows us Jesus as the healer of Souls, whom He calls to Penance (Gospel).
Eustace, also called Placidus, was illustrious at Rome, for his birth, his riches, and his Military valour. "One day," says the Legend, "while he was hunting a stag of extraordinary size, the animal suddenly turned and between its horns was seen a Crucifix."
Called by The Saviour, Eustace henceforth only pursued immortal life and, with his wife and two children, he enrolled himself in The Christian Militia. The Benedictine Abbey of Subiaco possessed for a long time the mountain where, according to Tradition, was shown the spot where the apparition had taken place.
Made a General in the Army by The Emperor Trajan, Eustace returned victorious from an expedition, but, having refused to thank the gods for this triumph, he was arrested and exposed to the Lions with his wife and children. The wild beasts, however, did them no harm.
"They were then shut up in a red-hot brazen bull," declares The Martyrology. "and their Martyrdom was completed by this torture." This was under Emperor Hadrian in 120 A.D.
Saint Eustace is one of The Fourteen Auxiliary Saints (see The Feast Day for 25 July).
Mass: Sapiéntiam. Commemoration: The Vigil of Saint Matthew.
