MO DE R N CA R R I A G E S

S I R A LT R I LB Y B A R T W E G E . ,

A U T HO R O F

R i di n g a n d Dr i vi n g Ho r ses T/z e C r eal Hor se o r PVa r Hor se T/ze Ha r ’ n ess Hor se Yo u ng lx aee Hor ses Hor ses P a st a n d P r esen / Hor ses for ’ l/ze A r my Taol 'oztg/z or ea a n d oZ/z er P o n i es S m all Hor ses i n I Va 7fa r e Hu n ter Si r es Hor se B r eedi n g i n E n g la n d a n d A r my Hor ses A b r oad ' E a r ly Ca r r i ages a n d R oads A n i m a l P a z i z fer s of E ”gla n d of Geor e Sfa bbs [t g , i /1

I LLU S TR ATED

C V I TO o . N N ,

N E WB R I D E TR E E T L N DO N E 9 , G S , O ,

CO N T EN TS .

P assen ger Vehi cl es i n th e Vi ctor i an Cl assificati o n o f F o u r Wh eel ed Car r iages . Tr av elli n g Car r iages The Ch ar io t

Th e V i s - a- vi s

Th e B r i tz ka Th e Cab Ph aeto n

Th e P ilen tu m

Th e Clar en ce B r o u gh am s Ca br io l ets Th e Om n ib u s F o u r Wh eel ed H an so m Th e Co ach State Car r iages Lan dau s Vi ctor ias Phaeton s B asket Car r iages S ociabl es The B ar ou ch e Wagon ettes B r akes D o u bl e Dog Car t B u ggy Th e C ar avan Th e Bi an — on tri CON T EN TS C .

C o n v er tibl e Car r iages Tw o Wh eel ed Car r iages Gigs Th e Cab r i o l et Th e S u lky Th e Cu r r i cle Th e Ca p e Dog C ar ts

R a att es en an d o er n ess lli , B l d G v

H an so m s Th e I r ish Car Fi tti n g s o f Car r i ages I n sid e U ph o l ster y P ai n tin g S tep s L amp s B r ake s Wh eel s I n dia R u bb er Tyr es A xl es

Sh afis

Sp r i n g s I LLU ST T I S RA O N .

’ "" K n w a r V I I s o r n at n n a r o s i g Ed d . C o io La d u (f n ti pi ece)

B r o u h am 2 g T face p . 1 P o sti n g B r o u gh a m 23 L P r iva te O m n i b u s i 3 2

C ee r n Do u e V cto r a w t o o r s Sp i g bl i i i h D ,

fo r

o u e cto r a w t o o r s fo r s n e D bl Vi i i h D , i gl h o r se t

Par k V i cto r i a "? P r i n ces s V icto r ia i n h er Po n y Ph aeto n B a r o u ch e i Wago n ette T Th e Bi an L ta n o e Wt o u h o o d S h p Gig , i h t i

’ Do g C ar t r ‘ Ta n dem Car t r G o ver n ess an d R a lli Car s " H an so m I r i sh Car Di agr am s o f V en ti l ati n g App ar atu s fo r Clo se d Car r iages

B sr Ho o er Co . y M es s . p

’ ' B es r s. . C o er . l y M s J C . o p B essr s . eter s o n s . 1 y M . T P S

i . By M essr s . M u ll n er

A n en deavou r i s ner e m ade lo fr ace fr om i /z ei r or igi n i /z e n u m er ou s for m s offiasseng er

‘ ca r r i ag e w /i i e/z w er e i n ven z ed or w er e i n u se du r i n lne Vi elor i a n er a a n d lo b r i n l/zei r g , g

r n lun ni slory dow n 10 fir e fi ese l e .

A or m er w or n E r l Ca r r i a es an d f , a y g

” R oa ds deali toi l/i t/z e develo rn en l o ass , p f p eng er ve/z i eles fr ozn tne da te of l/z ei r i n lr odu e

Zion i n fo E n lan d u n li l l/z e eoaeni n er a g g .

A l n 1 M r eén ow ed r en ls a r e du e 0 ess s . g . j

"

M r s . C. o er M sr H er ess 65 C o es s . oo p , p ,

P l r s n M ssr Mu i er or leave to e e a d e s . ll n , f

r s i n clu de l/i ei r design s of va r i ou s ca r i ag e .

E lsen na r n H l al ,

E s e s x .

MO DE R N CA R R I A G E S

P A S S EN G E R V EHI CLE S I N TH E V I T I C O R AN E RA .

THE great improvements which w ere made in the roads of E ngland during the earlier

years of the nineteenth century produced ,

as one result , great changes in the method of building passenger carriages . These alterations were not only apparent in the

coaches , post chaises and vehicles for travel

: a ling taste had undergone marked ch nge . The clumsy State carriages used by the nobility o f the eighteenth century gradually

went out of fashion , and from about the year 1 800 coachbuilders had been endeavouring

to produce a graceful outline of body, which body was made no larger than the co n v en i

ence of the occupants required . I n every capital of Europe such carriages

had replaced the old clumsy style of vehicle , and London and Paris supplied other coun

“ w tries ith most of the new State carriages . Carriages of all kinds were vastly improved

’ during our late Queen s reign ; but for the parents of modern improvements we must ' look farther back . M r . Obadiah Elliott s invention of the elliptical spring in 1 80 4 was the foundation upon which co u ntless improve ments have been built .

f V V s . o e t Messrs Elliott and H olbrook , minster B ridge , appear to have been the pioneers of the movement which eventually dispensed with the heavy perch under

R e ositor o A r i s carriages . I n the p y f ,

Li ler a tu r e Com m er ce (5 1 1 80 , , , of 9 , an eccentric landaulet built by this firm is de “ scribed as a thrilling example o f the a ston ishin g improvements which of late years have been made in every article of con ” v en ien ce and luxury . This carriage was “ distinguished by being

- without perch , wings , axle tree beds , transom beds or plates , so that the weight is much r reduced . I t is mo e compact than carriages can be built on any other principle , and answers all the purpose of a crane neck , ” u as it will t rn in a smaller compass . The famous Samuel H obson began his

8 2 1 0 . invaluable labours about the year M r . Phillipson s ays of this great coachbuilder that he may truly be said to have improved

4 t e car r n o u a e as w as o r er th e case h y y l gg g , f m ly , w en car r a es h ad to su s a n r ea w e o o f h i g t i g t ight , b th n r s n a Th e cu r u u r car p asse ge a d l u gg ge . mb o s Co t r ia es o f o r er es ar e e n r a u a a o s e g f m tim b i g g d lly b li h d , an d n s ea o f th e r c n n s aces r n es an d i t d i h li i g , l , f i g , e l abor ate h er a ldr y u su a l to th e car r i ages o f th e n o e c es u r n s e o n w a cr es bility , light v hi l , f i h d ly ith t , Th e c an es i n c n s r u c n n n ar e u se . o o a d co se d h g t ti , u en e r ec at on o fstoc w er e ea ow to th e q t d p i i k , a h vy bl m aster co achbu ild er s ; m an y o f"th e l ar ge h ou ses m u s a e o s i n t s an n er fr o ten to w en t t h v l t , hi m , m t y t o u san o u n s . Th e tr a e a n r eco er e r o h d p d d , h vi g v d f m

t s o w i s i n a o r e ea state . Th e fa o u r te hi bl , m h lthy v i car r a es i n E n an at t s e w er e w a o n e es i g gl d hi tim g tt , so c a es ta n o e an d a aeto n s as e ae i bl , S h p m il ph , b k t ph to n s an d lan d au s . A second I nternational Exhibition was

' 1 8 6 2 o f held in London in , after an interval

' eleven years . The jury s report tells us that the tastes and requirements for private carriages have evidently o f late y ears taken a great change . The E nglish department does not contain a single carriage fitted with

- a hammer cloth , although still used by the

aristocracy during the London Season .

L S S I F I C T I O F I S C A A N O CA R R AG E . I t would be usel ess to attempt any popular

a classification of vehicles . We c nnot divide “ them in groups as Open Carriages and “ Closed Carriages , for the obvious reason that numerous conveyances of different kinds are so constructed that they can be used either open or closed , as desired . N either is it possible to arrange them in groups d according to the raught power required , since the same carriage is very frequently

fitted for one horse or a pair , or , in some few cases for a team . We may perhaps separate State or ceremonial carriages from vehicles for private use , though in drawing such a line of demarcation we should deal rather w ith the artistic and beautiful adornments o f State carriages th a n w ith any conspicuous differences of shape and build that dis ti n u ish g them from private vehicles . Coachbuilders recognise one broad line of distinction between carriages of all kinds : (1 ) Those built with a perch ; and (2 ) those built without a perch . I t does not seem desirable to adopt the trade distinction in these pages , as the owner of a carriage is more concerned with the ease and comfort of the vehicle than with the means whereby that ease and comfort is procured . The difficulty of dividing carriages into distinct groups or classes has increased during the last half century or more owing to

co achm aker s the ingenuity of , who have contrived to make one carriage adaptable for various purposes . M r . G . N . H ooper 6

a s id , in a paper read before the Annual M eeting of the I nstitute of British Carriage “ 1 8 : Manufacturers , in 99 The system of altering the fittings a n d animal (or animals)

fo r according to what the carriages are built , is becoming more frequent every year , and we may therefore conclude that buyers and owners of carriages find conveniences and advantages thereby . Forty or fifty years ago carriages built for one horse were used with one , j ust as carriages built for a

’i a pair were used with pair . Adaptability goes farther than this ; for we shall find opportunity to notice carriages which can be changed from tw o to four wheelers ; but as these are comparatively rare we may divide our subject into two heads : Four wheeled

tw o and wheeled vehicles . Though fine upstanding carriage horses of sixteen hands or over are still eagerly sought

w and command long prices hen found , the tendency to use lighter and smaller horses for harness has ste adily continued down to the present day . Within the last fifty years the average reduction of the height of harness horses ranges from two to four inches . This diminished size produ ces changes in the carriage establishments of great houses , especially in the country , and in harmony with the tendency to use smaller and lighter horses the coachbuilder has devoted his attention to the diminution of weight in the carriages to be drawn by them .

F O U -WH L D I S R EE E CA R R AG E .

TR AV E LL I N G CA R R I AG E S . At the beginning of Queen Victoria ’s reign , chariots , coaches and landaus , heavily built and mounted on C and under springs

- a- and stout wooden perches , vis vis and britzkas , were the vehicles most generally

c achb u ild used by private persons . The o ing trade was divided in two distinct branches , one of which devoted itself to carriages for town use and the other to travelling carriages . I n rapidly reviewing the vehicles which

w have disappeared ithin living memory , we may glance at the old Travelling Car

e r iages first . These were generally us d without driving seats , the part that would have been occupied by a driver being appro p r iated to a travelling case for baggage ; it was , however, very usual to construct the carriage in such wise that a movable driving seat could be used The body was raised high on a perch under - carriage with C 8 springs and was drawn by two or four

. H horses ridden postillion . M r . G . N ooper

Tr a n siti on i n Lon don Ca r r ia es 1 8 6 ( g , 9 ) tells us that when he began his practical training

1 8 1 as a coachbuilder in the year 4 , the business of M essrs . Adams and H ooper was almost entirely confined to the manufacture of the most complete and expensive travel ling carriages for members of the E nglish R oyal Family and the great nobles o f

E ngland and continental E urope .

u o r These were constructed for two , fo r, even six horses ; weight was no objection ; the a im of the coachmaker was to secure comfort and safety . That comfort and safety should be placed before lightness , we can well understand : the distances travelled we re great and the time spent on j ourneys

- long . The pack horse tracks and old water " i n courses which , as stated a former work , did duty for roads in the early days of f wheeled tra fic , had been greatly improved , but the roads other than the main roads were still often rough and bad , and a break down meant much discomfort and i n co n A v en ien ce . , or worse heavy carriage

E ar l Car r i a es an d R oads . Si r a er G ilb e y g By W lt y ,

L d. 1 0 . ar . n o n an d C o . t B t Vi t , , 9 3 9 meant nothing more than a larger n umber

a of, or more powerful , anim ls , and the wealthy traveller would not sacrifice com fort for th e sake of saving money in horse fl esh . Special travelling carriages were built for

R w w a s the oyal M essengers , hose duty it , as now , to convey important despatches from the British Foreign Office to Amba ssadors

a at continental capitals . The endurance of

R oyal Messenger in pre - railway days w as often highly tried it might happen that State emergency required the officer to post from

London to Dover, cross to Calais and then ,

- taking post horses . travel without delay or R stoppage to Paris , ome , or it might be

u across Europe to Vienna or Petersb rg . To do this the R oyal M essenger had his own travelling carriage , which he kept at

u Calais . The doc ments or despatches carried were always of importance , and generally strictly secret , hence the bearer could seldom

w as leave his carriage and his charge . I t not unusu al for the M essenger to arrive at his destination in such a sta te of exhaustion that h e had to be lifted out of his carriage .

A travelling carriage built by M essrs . Adams and H ooper for the Earl of Win

1 8 2 chelsea in 5 , was constructed wi th the 1 0 b o x under the driving seat open to the interior of the vehicle , so that there was ample length for the traveller to lie down and sleep while on his j ourney . I n this vehicle the folding steps were arran ged to rest outside the doors out of the sleeper ’s way , instead of folding upon the carriage

flo o n Travelling carriages were exceedingly well built . Owners o f them have been heard to say on returning from a long journey o r tour of from a month to two years , that not a stay , clip or bolt had shifted or broken the only matters that needed attention were the tyres of the wheels and the soles of the

- a h . dr g s oes , which had been fairly worn out

One such carriage , built about the year

1 8 0 th 3 for the 7 Duke of Beaufort , was among the collection of vehicles shown at the H orse and H orseless Carriage E x hi b itio n 1 8 6 at the Crystal Palace in 9 . I n the old days the R oyal travelling car r iages used by the Queen and the Prince Consort fo r the journey between Aberdeen

' a n d 0 e Ballater, over 5 miles , wer regularly and carefu lly inspected in the M ews Quad rangle in London every autumn a few weeks before the Court went to Scotland . E ach coach was filled , inside and out , with grooms

1 2 was a carriage that could not otherwise be bettered either in design or in artistic modelling .

T - - HE V I S AV I S.

The Vis - a- Vis was a carriage built o n the lines of a narro w coach ; it seated only two persons , face to face , whence its name , and was chiefly used as a dress carriage for cere r monial occasions , such as attending Cou t

A A ll lne Yea r R ou n d receptions . writer in “ 1 8 6 6 : of , says of this vehicle Among the carriages which have altogether disappeared

R 1 8 2 vis - a- vi s since the eform Bill ( 3 ) is the , essentially a Court carriage . I t must have been the work of an i nventor seeking the smallest result at the largest expense , as it had no apparent advantage over a chariot " and was less useful .

THE BRITZ KA . r The Britzka , int oduced into E ngland

1 8 1 8 . . . about , from Austria , by M r T G

to Adams , and was very popular up about

a 1 8 the ye r 4 5 . I t was hung both upon

' elliptic and C springs , and was built in various sizes the large britzka was in favour for family use , the smaller , with a rumble behind for travelling , and there was yet 1 3

a smaller make suitable for one horse .

w as This last a light open carriage , fitted with a leathern top over the front inside seat ; which top had a glazed front and sides , or glazed front and Venetian blinds to the sides ; it had also a glazed upper door which might b e opened or closed inde pendently of the lower door . The enclosure

“ “ thus arranged , known as German side

lights , was a novelty at the time Queen

Victoria ascended the throne , and quickly won popularity A few years later the britzka came into common use in country

towns and seaside resorts as a hack carriage , but it was eventually ousted in public favour

by the one horse landau . The great o bjec tion to the britzka was that when used as

u a closed carriage , it was diffic lt to make the

upper glass door slide up and down .

THE CAB PHAETON . Another vehicle which went out of fashion in this co u ntry for many years is the Cab

Phaeton , known on the Continent , where it

has always maintained its popularity , as the

M i lord . I t was one of the inventions of

M r . David Davies , a Wigmore Street coach

builder, who was a prominent man in his call ing in the earlier decades of the nineteenth 1 4

- century . The vehicle had a cab shaped body hung on four elliptic springs , with a low driving seat ; it was built for one horse , and quickly became a general favourite all over E ngland . About 1 8 50 it had become the hack car r ia e g of continental cities , and its degrada tion to this capacity cost the cab phaeton its social standing . I t was restored to favour

’ in the seventies , and again in the London season o f 1 8 9 7 it r e - appeared as a private vehicle somewhat altered in shape . The cab phaeton is said by the best authorities to be

o f the original of the Victoria , introduction which is popularly attributed to the late

Prince Consort . M ore may be said about it therefore when w e come to deal with that widely popular vehicle . Those w ho study the shapes of carriages with expert eyes say that there is a singular tendency in the public taste to “ throw back old designs an d old forms are per etu all p y being produced as novelties , the producers being unaware that their creations have already enjoyed a term of popularity .

THE P I LE N TU M.

The P ilen tu m is a name unknown to the present generation of carriage owners . This I S was a phaeton invented by the ingenious

M r . David Davies , and one that shared popularity with the Britzka and Cab Phaeton at the time of Queen Victoria ’s coronation . I t was an open carriage hung on elliptical springs , very low and easily

ilen tu m entered from the ground . The p had something of the character of the cab phaeton , but it was built in different sizes for one horse or for two , and to carry four or six persons .

TH E CLARENCE .

The Clarence , in its original form , is now rarely built . I t was introduced about

1 8 2 . the year 4 by M essrs Laurie and Marner , of Oxford Street , and has been fairly de “ scribed as midway between a brougham

“ and a coach . I t had very curved and rather fanciful lines , seated four persons inside and w as entered by one step from the ground , carried the coachman and footman

w on a low driving seat , and was used ith a lighter pair of horses than the family coach .

w as w I t al ays built without a perch , generally on elliptical springs . M r . David Davies improved the Clarence by putting bent plate glass windows in place of the 1 6

front panel . This vehicle was popular , even fashionable , for a considerable time . The first “ Surrey Clarence was built for M r . E dward Lytton Bulwer (afterwards Lord Lytton) in the year 1 8 5 0 ; it was painted brown with white wheels and the driving seat was covered with a brown and white hammercloth ; it was built with great care , tastefully fitted up and well finished .

1 8 R 0 . I n the year 5 , too , M r ock of

H Co r b en astings , and M essrs . of London , invented a composite vehicle which they ” called the Di o r o p h a it was shown at the

1 8 1 Great Exhibition of 5 , and was a great advance in carriage building as being “ a ” T c perfect Clarence coach . his arriage had in the front qua rters side windows which w ould slide up and down . The whole upper part o f the body from the elbow line could be lifted from the lower , leaving a barouche A body . ring or rings , secured to the roof, w hich was flat , allowed a rope to be attached , and a pulley in a beam of the co a chho u se en a bled this transformation to be easily accomplished . The upper part of the body having been thus removed a leathern hood could be adjusted over the back se a t and a leathern apron flap to the fore part . A smaller form of this vehicle invented by ‘7

“ K s . e ter to n A m m o n e t . M r , was called the p

‘‘ ” The last o Dio r o p ha was built in 1 8 75 ; it was superseded by the improved landau . The popularity of the Clarence was not long maintained among private carriage

w a o ners , but there is no more f miliar vehicle

- than its direct, one horse descendant , the “ ” London growler , with its roof rail and “ chain for luggage . The name Clarence is a lmost forgotten and if used nowadays would be recognised by few as the proper designation of the humble four - wheeled cab of the hackney carriage stand and ra ilway station . There was no reason why the Clarence should have continued popular ; it was neither so comfortable as the coach nor m so s art as the chariot , and the invention of the Brougham offered the private owner a vehicle which combined all the convenience of the Clarence with far more artistic merit .

BRO UG HA MS .

The advantages of the Brougham , first R built by M essrs . obinson and Cook to the " design of Lord Chancellor Brougham , were

Witho u t qu estio n in g th e titl e o f Lo r d B r o u gh a m to th e cr e o f a n n en te a n ew car r a e th e dit h vi g i v d i g , w r er o f th e ar c e i n All the Year R ou nd o f 1 866 it ti l ,

2 1 8 recognised at once and the vehicle has held its high place among carriages ever s m c e . The great possibilities that lay in Lord B rougham ’s idea for “ a refined and glorified street cab that would make a convenient carriage for a gentleman and especially for a m an of such independence as one who carried his own carpet bag , were not recognised by M essrs . Sharp and Bland ,

’ the Chancellor s coachbuilders . When

Lord B rougham took his idea to that firm , the originality of the design proved too much for them .

M essrs . Sharp and Bland had been i n the habit of building family coaches , lan daus , barouches , britzkas and chariots , w hich function carried with it certain ideas of rank , ceremony , dignity , independence

u and we add , prej dice . I n short, they threw so many di fficulties in the way that it was hopeless to get them to carry out the work satisfactorily , so his lordship called on some neighbours of theirs in Mount R Street . M essrs . obinson and Cook had

o u s u o e sa s Th e er o f th e r o u a p r evi ly q t d , y g m B gh m i s to b e fo u n d i n cer tai n s tr eet v ehi cles d r aw n by o n e h o r se i n u se i n Bi r min gh am an d Liv er po o l for ty year s ago 1 8 26] u n der th e n am e o f o n e h o r se H car s .

20 through the back p an elm an accident now occasionally seen in our crowded streets . Like all other carriages o f the time there was a sword case in the back panel for weapons . I t was painted olive green , a very fashionable colour at that period .

When M r . H ooper examined the vehicle

1 8 i n 94 , part of what was presumably the original lining remained it was E nglish ” silk tabaret .

This carriage , whi ch is now in the South

Kensington M useum , is historical . Lord B rougham sold it in 1 840 to Sir William F o u lis subsequently it was bought by Lord

w H enry Bentinck , from hom it was bought

by Earl Bathurst . I t has been used by

B eaco n sfield many famous statesmen , Lord

and M r . Gladstone among the number . To realise how great was the change brought about by the invention of the brougham we must remember that prior to this there did not ex ist a gentleman ’s covered

carriage on four wheels for one horse . S uch

1 8 a vehicle was quite unknown in 3 7 , when

’ P leasu r e Mr . Adams instructive work on

es Ca r r i ag was published . A brougham similar to the original car

s r iage w a built by Messrs . Thrupp in the

1 8 0 year 4 , and in a few years they were built

2 1 by all co achm aker s and proved so convenient th a t they superseded even the cabriolet for

’ gentlemen s use . The size of the first brougham was about 4 ft . long in the body , and the same breadth , outside measure , the

2 1 1 . i n wheels ft . in and 3 ft . 7 . , the driving boot made without any arch in a single sweep from the body to the foot board ; it was hung on elliptical springs in front and

five springs behind without any body steps . The first C spring brougham was made by

. . Co . Messrs G H ooper and , for the Marquis

a of Doneg l (then E arl of Belfast), in the

1 year 84 5 . The Marquis was not satisfied ” with the equi - motive bow springs patented by M r . B . Adams , and had C springs , with

a out perch , applied to the hind part of the carriage . This arrangement failed to satisfy him , so Messrs . H ooper designed a perch undercarriage with regular C springs and leather bra ces on which the body was

w suspended . The perch was made of rought iron and this method of hanging a carriage proved so successful that it was adopted in the construction of many other vehicles .

Mr i h i r z h . so n n s e E ssa o n t e u s Phillip , P i y S

en s o n o f C ar r a es w r ten i n 1 88 en on s t a t p i i g , it 9 , m ti h h e h ad ear o f tw o car r a es at en n a eac o f h d i g Vi , h w hich w as b u ilt w ith tw o all- i r o n p er ch es ; th es e er e a e f r N a o n car r iages w m d o p l eo . 22

The C spring brougham is still frequently seen , but for many years past preference has been shown for the lighter carriage hung

an d on elliptical springs , running on rubber tyred wheels . I n the year 1 8 93 taste in broughams and victorias favoured curved l lines and substantia ity of appearance . I n both of these carriages there is a tendency to revert to the lines of some forty years ago but in the brougham , as in the landau , there is a desire for reduced exterior dime h sions and lightness in reality if not in appear ance . I t is needless to say that a carriage so popular as the brougham has undergone many changes and improvements at various times . Glancing briefly at some of the more

: 1 8 8 recent improvements in 5 M essrs .

o f H olmes Derby , sent to the I nventions

u E xhibition a single bro gham , with a leather instead of a w ooden roof i t was ventilated by apertures in s u ch wise that when the vehicle was in motion a continuous current of air passed between the roof and the lining ; the obj ect of replacing the wooden roof with leather was to secure less r es o n “ ance or drumming. This latter objection , however, has been minimised in closed car

24

w hich carry respectively two , three , and four persons inside . The single brougham is

w a dra n by one horse , cob , or pair of cobs the larger sizes ar e generally used w ith a pair of horses . Where “ smartness is the first considera tion the single brough a m is distinctly the favourite at the present day ; the double i ts brougham , with square front to give the maximum of seating space , coming next in popularity . Of all our close carriages the

u brougham is the most generally sed .

' I t is v ery usual n o w adays to keep tw o sets of w heels for the s a me body ; one w ith rubber tyres for use on the w ooden p a ving

a n d of the London streets , the other set w ithout rubber tyres for the macada mised

a country ro ds . I n every establishment w a o n e here more th n carriage is kept , the

a a - brougham , fitted to t ke a lugg ge basket on

w the roof, or to be used ithout it for going a to dinners , balls , p rties or theatres is the most useful conveyance . I t is essentially l/i e c arri age of the medical “ ’ c a profession , the do tor s brougham is

i n stock phrase . I n so comprehensive an du s tr w a a y as coachbuilding , hich is re lly ' combination of several crafts a n d trades w o r ki n g ' to ge the r in h a rmony to w ards one 2 5

a a a end , it is usu l for firm to make spe ci ality of one or more distinct types of

c a . a a a arri ge . M essrs B rker h ve for m ny

- u a yea rs been pre eminent for their bro gh ms .

- F OUR WE E LE D CABRI OLETS .

Four - w heeled Cabriolets for hire w ere

u c 1 8 6 introd ed in London in the year 3 , by “ the General C a briolet Convey a nce Com ” pany for London and Suburbs . This c w as s a a s ompany e t blished , we learn from “ c a ontemporary journ ls . to provide a cheap ,

s a an d c expeditiou , s fe ommodious mode of convey ance in lieu of the present disgra ceful H - u a n d ill condu cted cabriolets . The prospe ct s of the n e w comp a ny dra ws a l u rid pi ct u re of

a the hackney carriages it hoped to suppl nt .

w e The existing cabriolets , are assured , “ w a c a w d a ere sour e of ckno le ged disgr ce , of m a ny al a rming a ccidents and of l a mentable

a loss of life . From less prejudiced i h

a th e Mon l/z l - Ma a ei n e 1 8 2 form nt , y g of 4 . w e learn th a t the tw o w heeled ca bs of th a t period w ere very indifferent ; a writer in

c a that periodi al , referring in laud tory terms

a a to the omnibuses of Paris , s ys th t no n a tive of a n y other climate under the sky w ould tolerate su ch vehi cles as the London h a ckney coach . 26

The Gene r al C abriolet Conveyan ce Com pany attributed th e danger o f the existing cabs l a rgely to the fact that they were tw o wheelers ; a n d promises that the cabs it is about to p u t on the streets shall all be four

a wheelers , numbered for identific tion , with drivers in livery and draw n by good horses inste a d of the wretched cl a ss of cattle used in the old hackney cabriolets .

THE OMNI BU S . The Omnibus is generally believed to have been the invention of Blaise Pascal , a

Parisian man of letters , who conceived the idea of running public coaches , each to carry six persons , along certain specified routes of

c the Fren h capital . The enterprise took

a 1 6 6 2 w practical shape in M rch , , hen Pascal , w ith the assistance of influential persons who obtained a royal patent for the privilege ,

put seven coaches on the streets .

The drivers wore a blue uniform , and the

a panels of each coach bore the roy l device ,

eu r d l a the fl e y s . The f re charged was five

2 d sous , or 5 . The new mode of travelling promised to be a great success the coaches w ere so w ell patronised that two new lines

w of route ere selected , and more coaches

w a d. ere put on and the f re was raised to 3 , 27

but the death of Pascal , probably , caused the enterprise to be given up after two

. Hi sl r a n d A r t years M r . Thrupp ( o y of Coa enou ildi ng ) suggests that the increase of hackney coaches and th e prohibition of the

n use of the om ibus by soldiers , servants , or

w any one in livery , ere probably contri butory reasons to the cessation of Pascal ’s e nterprise .

H owever that may be , the Paris omnibus

tw o ceased to run after years . The first London omnibus is generally stated to have been put on the streets by M r . Shillibeer , in

1 8 2 J uly , 9 ; but a vehicle which did the work of that useful conveyance was plying in

a London more than fifty ye rs before M r .

’ P a oli e S hillibeer produced his bus . The

A dver ti ser 1 8 1 2 of J anuary , 77 , mentions “ a new contrived coach to ca rry fourteen

a passengers at 6 d. each from Ch ring Cross to the R oyal Exchange . We are not told more about the build of this new contrivance , than that the hind wheels were 7 ft . high and the fore wheels f 6 t. ; the object of this coach was to prevent the multitude of hackney coaches from crowding the streets . H ow long these coaches continued to r u n we have not been able to discover . 28

The possibilities of a public carriage of the omnibus kind evidently did not appear to the public of that period , for at the begin ning of the nineteenth century the “ short ” stages brought city men , who did not keep

n gigs , from their suburba homes to their

ffi 1 8 2 o ces . I n 9 , as before said , M r. Shilli beer, who had been for a time a coachmaker

a in Paris , st rted omnibuses drawn by three

a n d - horses , carrying twenty two passengers , to run from the “ Yorkshire S tingo near m b the bottom of Lisso Grove , Maryle one , to the Bank ; the fare was and as the new omnibuses travelled faster than the other coaches they were well patronised .

w These vehicles , ho ever, were withdrawn t after a ime , being considered too large for the streets ; in this connection it must b e noted that all the passengers were carried inside , and the vehicles were therefore ’ very capacious . The big buses were superseded by smaller ones drawn by two horses and carrying twelve passengers inside and one or two outside by the driver ; the outside places , however, appear to have

a been very unpopul r . I n 1 8 30 severa l new omnibuses were brought into work on the H ammersmith h R . w o w oad by a M r George , orked them 29 on the Shillibeer principle they ran regularly and punctually and the men w e r e civil " whi ch attractions secured for them so much patronage that rivals grew j ealous , and

’ eventually sta rved George s omnibuses o ff the road . H ammersmith “ unfortunately has not ” got the N ew Police yet , says a paper of the day ; and the process of starvation

o n went unhindered . The method adopted was to surround the objectionably punctual omnibus and its polite servants with two ’ an d other buses two coaches , so that pas s en ger s could not enter without danger and

insult . The M etropolitan Omnibus Associ a tion “ w as 1 8 6 founded in J uly , 3 , and was sup ported by numerous residents i h the line of ” R en co u r the Commercial oad , who gladly aged this endeavour to improve cheap travel

in the streets . The omnibuses in this

quarter of the town were then very inferior ,

and very irregular , while the low character and frequent misconduct of drivers and con

du cto r s gave rise to many complaints . The

Des alen 2 1 8 6 p of November 7, 3 , refers to the theft of a lady ’s purse by the driver and conductor of “ one of Macnamara ’s M ile E nd

Omnibuses . 30

The Kentish Town and H ampstead I m

n proved Co veyance Company also started , “ i n 1 8 6 m 3 , running o nibuses built on an

v entirely new and impro ed principle . N ot until the year 1 849 was the outside seat down the centre of the roof added ; after this addition th e London omnibuses

’ steadily improved , but until the eighties these conveyances left much to be desired . The London General Omnibus Company w as established in 1 8 5 6 ; the R oad Car

Company in 1 8 8 3 . There was a remarkable increase in the number of om n ibuses plying at very low fares during the period 1 8 89

1 8 2 9 . The year 1 890 saw the beginning of that immense improvement of the outside accommodation , the removal of the old “ central seat and substit u tion of garden ” seats : credit for the change is due to the

R oad Car Company . At the same time the steep and , for women , dangerous iron l adder was abolished ; the door was dis carded and a long footboard thrown out , fl whence a curving ight of steps gave safe , easy access to the roof. The modern London omnibus is a triumph of carriage building . I t is probably the lightest and s trongest vehicle in the world

32

The single horse omnibuses which are used to convey passengers from or to the rail way stations i n Paris were introduced into

London about forty years ago . PRI V ATE O M N I BUSES came into use about

’ the end of the sixties , and are most useful

a carri ges , whether for country or town . For large establishments the private omni bus m ay be called indispensable . The ’ original private bus w a s furnished with a sort of rumble at the back for the footma n ; this has long been dispensed with , and the sole equipment of the back part is the single step for convenience of entry , which step is ,

o f like that many other carriages , kept clean by the plate attached to the bottom of the door . These carriages vary a good deal in size and build ; they are constructed for two horses or for one ; with seats on the roof or without . Of late years they have been greatly improved , being made lighter, more refined in appearance and style , more com pact and handy and better ventilated . The system of ventilating the interior by means of apertures close under the roof appears to

C r em m en have been introduced by M r . , of

1 8 Kentish Town , in 9 7 ; previously slide

’ w indows under the driver s box admitted what little fresh air could penetrate .

33

F R M OU JNHE E LE D HANSO .

A - w Four heeled H ansom , the invention of M r . Clark an Aberdeen coachmaker,

a n appeared in 1 8 8 5 . This convey ce had certain advantages : the body was sh aped like that of an ordinary hansom , with the ’ driver s seat attached to the back , but was turned round on the undercarri age so that the driver sat over his horse while the occupant faced to the rear ; it could be

th e used open or closed , body being fitted d A with a shifting hea for the purpose . few of these vehicles were plying in the London streets for a short time but they did not commend themselves to the public , and have long since disappeared . Having now passed in review the closed

a r e w m carriages which , or hich at so e

a a previous period h ve been , in gener l use , we

a may , before devoting ttention to open car r ia es im g , turn to the more ambitious and

a posing equip ges .

THE COACH.

First of these must be placed the Coach ,

a a s a or Dr g , it is at le st as frequently called . There is no vehicle w hich varies less in 34 shape and build than the four - i n - hand coach

a the modern vehicle , s ve in unimportant

e f accessori s , dif ers but little from the old road

a o coach of seventy years g , either in body or undercarriage ; there have been changes and improvements in details of finish and appointment ; but regarded as a whole the drag o f to - day is very much the coach o f

a early Victori n times . Nor is it difficult to understand why there should have been so little change . The “ brief Golden Age of fast coaching saw the vehicle of which such hard and con ti n u o u s work was required brought as near perfection as human ingenuity and crafts manship was capable of bringing it . N o effort was spared to m a ke the m a il or road coach the best possible con veyance of its kind , and in retaining the model of a former age the modern coachbuilder confesses hi s in ability to improve u pon the ha ndiwork of his progenitors . The drag is built w ith a small coach body having large a n d deep boots it affords space inside for four passengers , but as a pleasure carriage accommodation is provided for fif teen persons outside , including the driver and his servants . I t is hung on a wooden perch

' u n de r car r ia e w i th m a n d g ail coach springs , 35 often with mail coach axles ; the genera l appearance of the vehicle is too familiar to require description . After the ra il w ay tra in had driven the stage o ff the road the making of coaches for a time appears to h a ve been p r acti

’ cally suspended ; for the jury s report on the carriage section of the I nternational E xhibition held in London in 1 86 2 refers to “ the revival of an almost obsolete carriage ,

- ln - a the four hand coach , which had t ken place within a few years The coaches of the

’ early sixties were generally b u ilt on the model of the best mail and stage coaches of former times but with a much higher degree of finish . The revival referred to was no doubt du e in great mea sure to the establishment o f the Four - i n - H and Driving Club in the year 1 8 5 6 ; the popularity of driving a team has been more than maintained and

a u the co ches which , d ring the summer, run from London to Windsor and other towns

a 1 8 8 are well p tronised . I n 7 H er late

’ Maj esty s Commissioners for the P a ris Ex hib itio n a r o os t mentioned p p of coaches , tha the taste for driving a four - i n - hand had much developed ; from 3 5 0 to 40 0 drags had been built in London during the preceding 36

ten years , and these had been ordered not only by purchasers in E ngland , but had been

U a sent to Egypt , I taly , the nited St t es and other countries . I t may be added that at that date there was a Four - i n - H and driving Y club in N ew ork , ten or twelve members f o which drove E nglish drags .

STATE CA R R I A GE S .

a I n State Carriages we find workm nship , art and finish combined in the highest d a a n egree . Some reference was m de in earlier book " to the famous State coach built in 1 76 1 for George I I I and used by o u r sovereigns do w n to the present ti m e ; hardly less magnificent than this old coach

n w a is the e S tate land u built by M essrs .

H ooper for King E dward V I I . , and first used by him on the day of his coronation procession through London . This m agnificent example of the coach

’

a . builders r t is over 1 8 ft. long The body is hung upon C springs by strong braces covered w ith orn a m entally stitched morocco e ach brace is joined with a massive gilt

Ear l Car r i a es an d R oads Si r a ter G i lb e y g , by W l y ,

r L 1 0 . t. n n d. a to n a d C o . t B Vi , , 9 3

38 observed that with the exception of the pine and mahogany used for the panels , E nglish grown wood and E nglish - made materials only have been used throughout . While less ornate than the wonderful

gold coach designed by S ir Wm . Chambers

1 6 1 n and Cipriani in 7 , the new State la dau , in its build , proportions , and adornment , is probably the most graceful and regal vehicle ever built . The State Coach of the Lord Mayor o f London comes o n ly second to that of the sovereign in magnificence . The old State

Coach , familiar to generations of Londoners ,

1 8 8 n e w was finally discarded in 7 , when a one w as completed by M essrs . Offord and

P o l do r e Son , Ltd . , for the use of Sir y de

Keyser , during the J ubilee ceremonies . This coach is hung on C and under springs with swan necked double steel perch , giving “ ” full lock to enable the carri age to turn in

a the narro w er City streets . The br ss and gilt work is very massive , and the panels a r e a dorned with both the national and civic emblems . E sp ecially noticeable is the rose ,

a n d thistle shamrock , of the solid roof crest

‘ ing ; the lamps a r e of chased brass of very

u fine workmanship . The interior is p

holstered with blue and gold silk . 39

U Messrs . Peters , of pper George Street ,

a Portman Squ re , built a very beautiful coach for Sir Marcus S a muel during his occupation

1 0 - u of the Civic chair in 9 2 3 . They f rnish the follo w ing description of the vehicle

‘ ’ a e t at o f the u su a o w n co ac b u t o f a Sh p h l t h , l ar ger s i z e : all th e u pp er (o r ‘ qu ar ter pa n el s u r n s e w t ass i n co e r e r a es su s en e f i h d i h gl v d f m , p d d by

o u r sn a e - ea o lo o s o n C an d u n er f k h d b dy p , gilt , d r Th e s p i n g s an d p er ch an d sto u t l eath er b r aces . a er c o w c i s su o r te o n a a s u r o o h mm l th , hi h pp d S li b y b t , i s tr immed w i th cl ar et - co l o u r ed cl o th an d cr im son s an d u on r n e an d h as a e a o n w ilk b lli f i g , m d lli ith ’ th e C A r a n r o n e c n o o an s i ty m s d c est a h e d. F tm

tan ar to h r t s d d t e h ead pa . Th e co ach i s pai n ted l ake pi ck e d o u t w ith cr im s n Th e r s an d s u r r s r n o . Ci ty A m pp o te a e embl az o ed o n th e d oo r p an el s an d b a ck ; th e A r m s o f th e Spectacl e M aker s an d G ar d en er s Co mp a n i es o n o r n a m en ta l s hi eld s a r e p a i n ted o n th e fo u r l o w er qu ar ter p an el s : th e Lo r d M ay o r b ei n g a m ember o f ac f t r h n r i e h o h ese liv e y co mpa n i es . T e i te i o r s u ph o l ster ed i n w hite silk b r o ca de w i th br o ad cr im so n

a i o ca r r s ces e et e car ets . s tte t ilk l , v lv pil p It fi d y o u r lar e r ass c ase a s eac o f w c h as f g b h d l mp , h hi h th e City cr es t o n th e to p ; th e d oo r h an dl es a r e c ase t er e i s a r ass co r n ce r ou n th e r o o h d ; h b i d f, an d th e o e oo an d n a e o o s ar e f r ass p l h k v h p o b .

f Two chariots for the Sherif s of London ,

w . built ithin recent years , by M essrs Thrupp

Mab er l and y , also deserve notice One was

a p inted a rich blue , both body and under

a c rriage , the body being suspended from 40

The handsome brass plated snake loops . door panels bear the City Arms , the Spectacle M akers Arms adorned the back and hind

’ quarter panels , and the owner s Arms and crest were painted on the back , front and door rails . The linings were of rich dark blue silk tabaret , and the roof was lined with blue satin ; the curtains were of blue silk with blue an d gold tassels all the lace used was gold in colour .

The other chariot is very elegant in shape , the lower panels painted myrtle green with

e richly gilt mouldings , while the undercarriag and wheels w ere painted light emerald green with a broad line of gold edged with black . The door panels bear the City Arms and the f Arms o M iddlesex . Some o f the S tate carriages which are built for I ndian Princes are marvels of ex

Co . tr ava an ce . . g M essrs Stewart and , of

H. H 1 8 8 2 . Calcutta , in , built to the order of

d a hee n . the M aharajah of J , a S t te phaeton

I t had coach box and rumble which , as well as the body , were fitted with hoods . The panelling , mouldings , ironwork , springs and

e pole , the whole structure in fact , wer encased in silver plates , and the lamps , splash boards and wings were also o f solid silver . The silver plating was adorned with 4 1

fl wreaths of lotus owers , peepul leaves richly

u chased and gilt . The interior was p holstered in rich blue silk tabaret , em

w u broidered in gold . This onderf l vehicle w as so constructed that if the Maharajah wished to handle the reins himself the coach box could be removed and the fore and hind wheels brought nearer together ; this tra ns formation was accomplished by means o f a

double undercarriage . “ Less ambitious was the semi - State

w u H E . r barouche ith r mble built for . J ee

- i n - J ung Bahadur , Commander Chief of the

Army of N ep au l. The body was painted green and fi nished off with fine lines and

w mouldings , and embellished ith silver wreaths of lotus flowers and peepul leaves chased and gilt ; the lamps and rails were

’ silver plated . The owner s armorial bear

ings , with mottoes in the Sanscrit tongue ,

adorned the door panels .

LANDAU S .

a t The Landau , n med af er the German

1 town where it was invented in 75 7 , is , and

has for sixty years been , one of the most

popular of carriages . Seventy years ago this was a heavy and expensive vehicle on a 4 2 perch undercarriage with C springs ; the hood would only open half- way and there were other defects . The possibilities of the landau attracted the attention of Luke H opkinson , a coach

o f maker repute , who carried on business in H olborn at the time the brougham was ousting other closed carriages ; and about the year 1 8 3 8 he produced what he named im the britzka landau , which was a vast provement on the form then existing . I n this vehicle the hood w as so constructed

a h th t it could be laid nearly flat w en opened , and the floor and se a ts of the body w ere raised six inches to give the occupants m n w ore elbow room and air . This e form of landau was recognised at once as the carriage best designed to replace the old family coach .

M r . Laurie contrived fresh improvements , and other co ach m aker s have followed in his footsteps . I t may truly be said that if the landau be a foreign invention all the altera tions w hich have m ade it the most popular of carriages w ere made in England .

’ The la n dau of the fifti es and earlier w as always hung on a perch undercarriage with

C springs . A trade journal says of the Elcho Sociabl e Landau ” which was in use 4 3

“ in those days : I ts graceful outline and roominess make it the very beau ideal of

vehicular luxury . I t had become what the “ w as dress chariot some years before , the

handsomest C spring carriage out . The perch w as dispensed w ith when builders set

themselves the task of reducing the weight , and for the last t w enty ye a rs few perch hung landaus have been used The usual method n o w of hanging the body is by elliptical “ springs in front a n d elliptical or the five

w at springs (side , elbo and cross) the back m ore recently C springs w ithout perch have been used . At the Exhibition of 1 8 6 2 it w a s reported that “ in consequence of the many improve

c a ments effe ted in the manuf cture of landaus , the chief of w hich is the great reduction in w eight , the demand for them has already

a w i ncreased . They r e ell suited to the

a s variable climate of the British I sles , they can be rea dily ch anged from an open to a ” c vi e ver s losed carriage and c ci . Since these w ords were w ritten ingenuity has been constantly at w ork upon the landa u ;

R . the improvements of M essrs . ich and M essrs -Morgan h a ve been among the most impor

w u tant , but it o l d be impossible to notice in detail all the clever a n d ingenious co n tr i v 44 an ces which combined make this carriage what it is become . There are numerous patent methods for opening and closing the head only . The Sefton l a ndau shown at the I n v en tions E xhibition of 1 8 8 5 was first built for I t the Earl of Sefton and named after him . was a wonderfu l contrast to the landau of ten or fifteen years earlier ; the carriage of the sixties and seventies was still large and

th e heavy , measuring over six feet along elbow line , weighing three quarters of a ton or even more , and of course requiring a f strong pair o horses . The Sefton landau

th e made by M essrs H ooper , represented

a new style , a light and graceful c rriage that one horse can draw . The change indicated by this light landau was much greater tha n “ a might be supposed . Th t an old estab lish ed house with a n ar istocratic connectio n should exhibit a l a ndau for o n e horse would have been considered incredible twenty years ” ago , remarks a trade journal commenting

upon the exhibits . The preference for lighter an d smaller carriages has been marked for many years ; the scarcity and cost of good upstanding carriage horses may in some me asure

account for it .

4 6

The adva ntages of the landau make it one of the most widely used carriages both among private owners and on the public stands ; in its modern form the one horse landau superseded the britzka cab phaeton and the Dio r o pha . On all the cab ranks in E nglish and Continental towns and rail way stations that I have seen for the last six years , says M r . Thrupp , in an address “ 1 8 I delivered in 9 5 , excepting London , find that the landau has become the fa vourite carriage . I n private esta blishments the V ictoria is its only rival , if we may draw an inference from the proportions of the carriage section

1 8 at the I nventions Exhibition in 8 5 . Of

- seventy four vehicles of all kinds , thirteen were landaus and thirteen w ere victorias

n hansoms and dogcarts ranked ext , nine of each being shown .

V I CTOR IAS .

The Victoria w as introduced from Paris into this country by H is M aj esty the King , when Prince of Wales about the year 1 86 9 but there is evidence to show that this deservedly popular c a rriage w as designed by an English builder , M r. J . C . Cooper .

4 7

The w riter of an a rticle in the Coa c/z

’ bu ilder s A r i ou r n a l 1 8 8 j of 5 , says that “ M r . Cooper designed both the curved and

V a n d a w the angular ictoria , the origin l dra

a ings rem ined some time in his portfolio , condemned by the conserv a tism of E nglish coachbuilders ; they a t length fo u nd favour

in the eyes of his continental clients , and we believe w e are correct in stating tha t the first little vehicle built from them w as purchased by the Prince of Wales in Paris ,

1 86 a in 9 , whence it was brought to E ngl nd and copied as a novelty of French design .

H sl r b . i o o Coa c es M r Thrupp , in his y f , says that the V ictoria brought by the King from

w as w Paris of the curved shape , hile Baron R othschild brought from Vienna one of the square build . A design of the vehicle as built in 1 8 4 5 " a ca br i olet a r ou es was called in P ris a 4 ,

- w or four heeled cabriolet . I t is seated for

’ two only , and has no servants seat at the

1 8 6 back . A later model , dated 5 , is described “ a as a Victoria . This has a hinged se t to provide space for a third passenger , and has also a seat fo r servants behind .

’ ’ ’ ’ L A r t ae Con du i r e et d A tteler ; A u tr efoi s- A zy ou r d

I nn en er a ar o n F a v er o t de K e r b r ech . . By G l B

Ch a elo t an d Co . 0 R u e au n e ar s . ( p , 3 D phi , P i ) 4 8

The writer of an article in the Qu a r ter ly

R evi ew 1 8 of 77 , says that the victoria was “ 1 8 6 introduced in 9 , although a less elegant form of the carriage had long been known in

E ngland . Probably the author refers to “ - the cab phaeton . H e goes on to say , we have reason to believe that the trade made great opposition to its introduction from

- motives of self interest . They have every interest in getting rid of o ld stock before

‘ w they lend an ear to new forms . Even ith so good a model of this carriage as that pre

to sented them in the victoria , the E nglish builders do not see fit to maintain the same lines , and for some inscrutable reason deem that the hood when down sho u ld rest at an

‘ ’ a ngle ; w hereas the cachet of the Parisian equipage lies in the absolutely straight line it maintains with the horizon . The opposition of the coachbuilders must

- have been somewh a t half hearted . Our Q ueen recognised the convenience and adva n

a . t ges of the victoria at once , and as M r “ R H ooper says , Set off by H er oyal H igh ness they became irresistible and people at once understood that it was ‘ the correct

’ thing to ride in them . That understand ing h a ving been reached the co achm aker s w ere far too wise to oppose the dictates of

50

of E nglish coachbuilders , does not hold good for modern days . So long ago as 1 88 2 an

a r o os authority observed , y p of the numerous French built carriages then running in the

a streets of London , th t it was impossible to mistake a Parisian built victoria or brough a m “ for an E nglish one . Their rattle is enough

u to disting ish them . The French victoria is a low mounted and decidedly u n sy m metrical machine . The pole a foot longer than it should be the splinter b a r and fore carriage too low . The victoria of 1 8 5 6 pictured in Genera l

’ F av e r o t s w ork differs from this description in that it is hung somewhat high and is not unsymmetrical . The double victoria is described as a

a a combin tion of victoria and a sociable , rather more like the former as regards size and weight , and like the latter in form and

’ accommodation . Elsewhere we find th is “ a w carri ge called a sociable ithout doors , “ or double victoria . These vehicles have enjoyed a certain amount of favour since about 1 8 8 5 - 8 ; the most obvious difference between the double and the ordinary vic toria is that the former has a permanent

tw o front seat for inside , so providing

a space for four. The double victori looks

SI

best w ith a pair of cobs or ponies . This carriage appears to h a ve been introduced

Mab e r l 1 8 8 . in 5 by M essrs Thrupp and y , who called it the Siamese victoria .

The victoria on C springs with cab - shaped

u body , is b ilt in many sizes , from that suit able for a single horse or pair of cobs to the large a n d high victoria w hich demands a “ - a v i c pair of 1 6 hand horses . The C noe toria became fashionable in the season of

1 8 9 7, its name , we are told by a writer at the “ time , but slightly conceals that of our old

’ - friend the cab phaeton . I t is therefore one of the penalties of a carriage which enjoys wide popularity that it should undergo fr e quent changes of shape . The deep cab “ ” shape is now in vogue , but Albert and brougham - shaped victorias are also to be seen ; during the season of 1 90 3 the pre ference seemed to be divided between the graceful form of body with sweeping curves and the short deep victoria . ’ The victoria is essenti ally the lady s ca r r ia e g , at once elegant and comfortable ; it is easy to enter and leave , and the improve ments of the last t w enty years have made it as perfect for its purpose as it is possible to conceive . 5 2

H P AETO NS .

Park Phaetons and Pony Phaetons may be considered after victorias , to which they bear some resemblance ; the great difference being that the park and pony phaeton are

’ - self driving vehicles , the driver s seat being

a n d l absent , rep aced , in frequent cases , by

u a rumble at the back . They are b ilt in very numerous different styles , but have this in common that they seat four persons , two inside and two in the rumble , all of whom face to the front . They are gene rally hung on four elliptical springs with “ the fifth wheel for locking ; but some times elliptical springs are used in front “ a with Dennet springs at the b ck .

The pony phaeton , as mentioned in a ‘e w o r k 1 8 2 previous fi was first built in 4 , for

a George I V . , and its lines in the m in con ti n u e m u ch the same as in that original “ vehicle . They were known as George I V . phaetons until about the time of Queen

a a . Victori Our l te Queen , in the year

1 8 2 8 , had a pony phaeton built , in which she used to drive in Kensington G ardens i t w as drawn by four ponies ridden postillion .

i Ear l ar r i a es and R oads S r a te r G ilb e . y C g , by W l y

n to n an d Co . e 1 0 . Vi , Limit d , 9 3 5 3

J ohn Leech ’ s pictures of early Victorian times sho w us ho w popular w ere the pony and park phaetons both in to w n and country ; a h as n d their popularity never waned .

Wor ld on W/z eel s M r . Stratton , in the , gives us to understand that a pony phaeton was the first carriage to be called a victoria . H e says

I n th e su mm er o f 1 85 1 a u n iqu e little p o n y ph aeto n Mr n r s o f o u t a o n f r w a s u t . A e w o b il by d , S h mpt , h een Th e o r n a a n n o u n ce en sta te t at t e Q u . igi l m t d h w h en th e car r i age w a s d eli ver ed i n fr o n t o f th e

a ace i n th e s e o f t the u een an d r n ce p l I l Wigh , Q P i Mr n r ew s t e r e n t r e sa s n e xp r es se d to . A d h i i ti factio w t th e s t e e e an ce an d e tr ao r n ar n ess i h yl , l g x di y light ” an d co n s r u ct o n o f th e car r a e w c scar ce t i i g , hi h ly r n r e w e t Th e e o f th e w eigh ed th ee h u d d igh . h ight r e s i s o n 1 8 n c es an d o f th e n o n e fo e w h e l ly i h , hi d s

s Th e ae to n i s can e - o e o f eo r 0 n c e . e 3 i h ph b di d , G g st e w t o a e ea th e fo r e ar i s r o n IV . yl , i h m v bl h d ; p t i , b u t er t a n d e e an a n d eau t u a n te v y ligh l g t b if lly p i d . “ s ca r r a e i s n o w n as th e cto r a an d h as Thi i g k vi i , r si n ce been m u ch imp o ved i n E n gl a n d an d Am er ica .

’ I n the season of 1 8 8 0 the ladies driving phaeton was , with the exception of the

’ a a victori , the most f shionable lady s car r iage and was in great demand . Like the

a n d victoria it is easy to enter leave , and is comfortable ; it is fitted w ith a high sea t for the lady driver, who uses a horse or a

. 8 pair of cobs I n the year 1 9 3 M r . E .

H ooper remarked , in a paper on British 54

Carriages , that ladies driving phaetons “ ” were still being purchased . They were then being built somewhat higher and more

a n d a compact , so arr nged that the pair of ponies driven were brought back nearer to

’ the driver s seat . Whether it be an a dv an tage or n o t to bring the horses or ponies

w nearer their ork is a debatable point . R OA D PHAETO N S A N D D00 PHAETO N S h a ve for m any years bee n much in use in the country , for which they are better suited

a perhaps than for town driving . They r e very us u ally varnish ed and combine a very “ sporting a ppearance w ith utility ; luggage

w or dogs can be carried in the body , hich is

n roomy , and there is sitti g space for four, the occupants of the hind seat sitting w ith

their back to the horse . The T CART is a small Stanhope ph a eton w ith compassed ra il a n d sticked body in front and a seat for the groom behind ; it

r 1 - was draw n by a cob o 5 hand horse . I t was very fashionable until about the year

1 8 8 8 w as , when it supplanted in favour by

w the spider phaeton , hich consisted of a tilbury body o n four w heels with a small seat for the groom supported on branched “ ” a r e irons behind . These spider phaetons u sua lly fitted w ith a head to raise over the

5 5 fore part ; they a nswer all the purposes of

’ the mail phaeton except th at the groom s

a se t has space for one servant only . Stan hope phaetons and dog - cart phaetons are

w almost al ays hung on elliptical springs , back and front . The S TAN HOP E P HAETO N has a curved

a d p nel seat in front with a folding hea , and

a w tw o a railed se t ith room for at the back ,

w and is generally used ith a single horse . This carri age w a s described in 1 8 8 7 as a vehicular evergreen ’ as none had under gone less modification ln design since its first introduction in its existing form . I t is an extremely popular c a rriage invented origin

a n o w ally by Lord St nhope , it is in use in all parts of the civilised world ; the he ad

w and apron render it suitable for inter work , and w hen the head is thro w n back the sta n hope is an admirable vehicle for summer use

w whether in to n or country . A variety w hich failed to ta ke the p u blic taste was sho w n at the Sportsm a n E xhibition ; this v w an d w as ehicle eighed only 35 cwt . de “ scribed a s more a kin to the tricycle than

a a the c rri ge . The stanhope is really a i modification of the ma l phaeton . THE MAI L PHAETO N is heavier a n d l a rger

a th n the stanhope , is often built on a perch 56 u ndercarriage and is drawn by a pair of

w as a horses . I t a favourite carri ge seventy years ago or more and was frequently used by gentlemen for long posting j ourneys in

a E ngl nd and on the Continent . I n those days this carriage was a lways built with a perch , the undercarriage resembling that of the coach , whence its name . For a time elliptical springs were adopted . but during the last ten years the fashionable mail phaeton has been a solid looking square bodied vehicle on its old undercarriage . This revival of the old method may be

’ traced to Messrs . H ooper s mail phaeton , which was shown at the Coaching E xhibition

1 8 w a u n d a of 94 . I t s hung on perch er c r r iage with mail axles and mail springs ; b u t it must be said that authorities on driving and on carriages always maintained th a t this method of hanging the mail phaeton is the correct one The late Earl of Chesterfield used to drive the best turned out mail phaeton in London . This vehicle has become very popular in France and other Continental countries d u ring the last twenty years . B ut the mail phaetons shown at the Paris Exhibition o f

1 8 8 9 , were not equal to E nglish vehicles nearly all were heavier in construction th a n 57 any made in London for some years ; neither did the French phaetons approach the best London types in respect of outl ine propor tion , symmetry or style . A novel feature of one of these carriages was a jointed perch ; the obj ect of this was to prevent the vehicle being t w isted on bad roads and also to preserve its eq u ilib r i u m u nder trying conditions of roads . The D EM I MAI L P HAETO N derives its n a mes from the pe culiar a rrangement of the springs in the construction of the under

a I r w as carri ge . first introduced about the

1 8 0 year 5 , and to it falls the credit of having “ ousted the ugly perch high ph aeton from

a a its pl ce in public favour . The demi m il phaeton is hung on mail springs in front a n d on a combination called stanhope springs at

a the back . Tilbury , the famous carri ge builder who invented the gig known by his

o f a name , devised this method hanging

mail phaeton body . The B EAU F O RT PHA ETO N was designed for the express p u rpose of conveying men to the meet it is a strong and compact vehicle which provides space for six , and is strictly a carri age for gentlemen to the exclusion

a of ladies . I t may be described as mail phaeton with three seats instead of two . 5 8

BAS K ET CARRIAGES .

Basket Carriages , more especially of the park phaeton shape w ith or without a rum

’ ble , had great vogue in the sixties . T he

w wicker work carriage , dra n by one or a pair of ponies , was extremely popular in the country and might be seen every w here . So generally w ere they used th a t J ohn Leech m ade the pony basket phaeton the typical conveyance of the rustic young lady , in w hose hand he usually placed that combina tion of driving whip and parasol w hich m any of us can remember . These inexpensive and unpretending ” vehicles w ere introduced by Mr . Charles Len n ey of Croydon ; the demand for them was such that it crea ted quite a n e w industry

w a n for the to n and gave impetus , in a

- fresh direction , to basket work throughout

’ w Coa clz bu i lder s the kingdom . A riter in the

A r c ou r n a l o f 1 8 8 j 7 , attributes the disuse of the b a sket carriage to the ridicule poured

u n n upon it by P c . About the year 1 8 8 6 small carriages again bega n to come into fashion and the t aste for ba sket ca rri ages revived : it did not last

b ut w e a long , have reminiscence of it in the i m itation cane w ork painted on the panels

o f a . many carriages , noticeably of ph etons S9

The basket carriage h a d much to r eco m

i r w mend in its light eight , small cost , and the comparatively little skill required to keep the body in order ; w hence no doubt its popul a rity among the country clergy and o thers of modest means .

SOC IA B LES .

The Sociable w as in use two hundred

ll lS Hi slo r a o . . years g M r Thrupp gives , in y o Coa c/z es a f , drawing of a vehicle which he describes as probably the first sociable .

’ a a a I t was a child s carri ge of ngul r build , hung by sta ndards a n d braces on a perch s ha ped to follo w the outline of the body ; this carri age dates ba ck to the ye a r

1 70 0 . I t bears the German Eagle on the panels .

a a a The soci ble of l ter period , about a century ago was made in the sh ape of a d - w ouble cab body , with or ithout doors and w ith or w itho u t a driving seat sometimes an open body like this sociable a n d a cha riot had but one underca rriage bet w een

w c them , hich was used , ac ording to the

w season , either ith the open or the closed

w as body . I t hung on a perch and much

w higher than it is n o . The modern sociable 6 0

- is a low hung carriage with a well doorway , entered by a single step ; it carries four inside and has a low driving seat over the forecarriage ; the folding head shelters the h ind part of the vehicle ; it is generally used with a p a ir of small horses 1 5 hands to

H is Maj esty . when Prince of Wales , was fond of the sociable . Sociables are built in both the curved and ang u l a r shape ; the perch has been done away with for many years ; these carriages have to a great extent taken the place of the large pa ir horse landaus whose disappearance has been noticed . R 1 86 2 . About the year , M essrs igby and R obinson of Park Lane , built for Lord Elcho a sociable on which that nobleman ’s name was bestowed and which became extremely popular .

o u t o f I t went fashion , but was restored to a measure of the favour it formerly eu

1 8 w joyed in 9 5 , hen it seemed likely to

’ become the fashionable ladies park carriage for the season I mitation cane work on the panels was an o ld fashion which was also temporarily revived . Again in the year 1 9 00 it was noticed that the square sociable was enjoying increasing popularity .

6 1

The BARO UC HE S OCIA BLE is a variety

i which has for some years fallen nto disuse , fi w h . y , it would be dif cult to say M r H ooper “ observes that these vehicles w ere chiefly used in establishments of the first rank and had elegance and style to recommend

th e a a r them . I n shape b rouche soci ble e sembled two cabriolet - shaped bodies facing one another ; the body was hung higher than that of the sociable and required two steps to gain access to them a light driving seat on curved irons was provided for the

n coachman , and four lo g wings shielded the occupants from the mud thrown up by the wheels .

T HE BARO UC HE .

The Barouche had great vogue in the a a e rlier p rt of the nineteenth century . I n 1 8 1 0 three beautifu l carriages w ere bu ilt

’ a t M il a n on the occ asion of N apoleon s marriage w ith the Princess Maria Louisa of Austria . These vehicles are still pre

a t served Vienna . One is a barouche , a n d like the other two (a State coach and a chariot), it is hung on C springs on a double perch Berlin fa shion ; each perch 6 2

- is octagon , very well shaped , and forged out of solid iron from end to end . The carriages

a n d - fin ish d e . are all small , light well

A book of drawings , published by

1 8 1 6 Ackermann in , contains a print of

u - a f ll bodied barouche , only 5 feet long , hung high , with high wheels and a very short undercarriage with whip springs .

’ ’ I n the thirties and forties the barouche , on a perch undercarriage and hung upon

C springs by leather braces , ranked among the most fashion able of the large carriages

w . ith the family coach , chariot and landau

Moder n M r . H ooper, in his essay on

Ca r r i a es w 1 8 8 8 g ritten in , says that the depression of agriculture in E ngland and

a m a n u fac I reland , ffecting all trades and tures , affected the coachbuilding industry , and more especially checked the building o f barouche s. This m ay very well hav e been due to the fact that in many cases the barouche required special horses to draw it ; being large and high vehicles , well calculated to uphold the dignity of the occupants , a pair of horses under 1 6 hands were out of keep ing w ith the size of the carri age ; and when the shrinking rent - roll obliged the county

n mag ate to reduce his establishment , the 6 3

a barouche , as entailing the mainten nce of l arger a n d finer horses than a n y other

c w . arriage , was dispensed ith “ R educed incomes a n d the advent of vic

to r ias w ith one horse , or a pair of ponies , ha d almost put an end to the building of such ba rouches as w ere redeeming features

to the drive in H yde Park , at the time M r . H ooper wrote but since then there have been indica tions that these sta tely car

s a r iage are coming into f vour once more . I t cannot be said , however , that they have yet become at all numerous the difficulty of pro curing suita ble horses no doubt ex plains their scarcity as compared with carri ages

more easily horsed . The modern barouche is hung either on

w a under or C springs , ith perch of wood

and iron combined , and is one of the car r iages th a t require the highest skill in

’ design a n d construction on the builder s

a r part . M essrs . H ooper are f mous for thei

barouches .

WAGON ETTES .

The wagonette is s a id to have introduced into this country in the ye ar

by the l a te Prince Consort . There

may be added , some doubt as to the 6 4 date o f the appearan ce of this c arriage in ld ’ . Coa cnb u i er s E ngland A writer in the ,

’ ’ Ha r n ess Maker s a n d S a ddler s A r t ou r n a l j ,

1 8 8 1 8 2 w of 5 , gives the date as 4 ; hichever be correct the authorities are agreed that w e

u owe this usef l vehicle to the Prince Consort , w ho may have acquired his high opinion of it from carriages then in use in Germany ; though in a n article in the journal above mentioned in 1 8 8 7 the w agonette is referred to as a perfect open family carriage desig n ed a n d built under the superintendence of the Prince Consort . M r . H ooper , in his

a Moder n Ca r r i a es ess y on g , savs that H is

R oyal H ighness adapted the char - a - banc to the wagonette pattern . The early wagonettes were built of con

’ s ider a b le size ; and during the fifties came into such general use that their increase was rem a rked by the jurors who reported on the carriages sho w n a t the E xhibition of 1 8 6 2 . I t is not necessary to describe a vehicle so famili a r ; the w a gonette has the advantage

a of being not only sm rt and comfortable , but of carrying a l a rger n u mber of persons than any other four - w heeled vehicle of the same weight and size . Many of the smaller w agonettes are m ade with remova ble hind

a n d seats , the body is so constructed that

6 6 then D uke and Duchess of York on their ” marriage a landau w agonette w ith a fold ing leather head which opened side w a ys over

w a w the heel . Lord Lonsd le allo ed his name to be given to this device under the impression that h e was the first to originate a head of this description : but his claim to credit for invention of it w as disputed at the R time . M r. obertson stated that he built

w 1 8 6 such a ago nette so far back as 4 ; M r .

n 1 Kinder had built o e in 8 6 5 and Messrs . M organ stated that they had turned out a

1 8 similar vehicle before the vear 70 . Whoever is entitled to credit for the i n v en tion , the fact remains that it continues to be known as the “ Lonsdale wagonette and

w has found favour ith royalty . M r . H am shaw of Leicester , exhibited one at the

’ R oyal Agricultural Society s Show at Le ices ter in 1 89 6 under this name ; he has built Lonsdale w agonettes for H is Maj esty

w fo r hen Prince of Wales , the present

H eir to the throne , and for the German

Emperor .

BRAK ES .

V V A G O N E TTE K The B RA E , for three or

f w a a our horses , is merely a gonette on 6 7 very large scale with a lofty driving seat w hich affords space for four more ; very often the vehicle is built w ith a second

’ transverse seat behind the driver s . This in the largest sizes is a most popu lar vehicle for carrying large parties of London children or

’ holida y makers into the country for a day s

’ o u un gf These large conveyances are generally furnished w ith a light canvas aw ning for d 1 8 8 . a n summer use . I n 7 M essrs Todd Wright exhibited a n improved wagonette bra ke with interch a ngeable s p r i n g ~ b ack

a w c stuffed se ts or revolving chairs , hi h enabled the occupants to sit facing the horses if they desi r ed ; it does n o t seem to have

c w o n much acceptan e .

’ B RAK ES as gentlemen s carri ages came

’ n o t into use in the early sixties , or if

c a a tu lly introduced at that period , then

n became much i demand .

The C HAR - A - BA N C w as first seen in Eng

a a 1 8 2 land bout the ye r 4 , when King Louis

o f u Philippe , France , presented one s itable

w as for a team to Queen Victoria . I t a long open carriage hung high and having four

a seats all f cing to the front , each to hold three persons . The Prince Consort had a modified type of this carriage constructed 6 8 with a lower hung and smaller body fur n ished with three seats , a light movable roof

a - a and waterproof silk curtains . The ch r

’ banc , as a gentleman s carriage , is not often seen nowadays ; though in 1 8 93 it was said to be coming into favour . I t is essentially a vehicle for large establishments and is rarely found w here the co achho u se does not provide space for more than four carriages .

DOU B LE D OG CART . The Four Wheeled or Double Dog Cart is very popular and useful for the country ; it differs from the ordinary dog cart in pos session of two independent backed seats ; and it also provides more space than the two wheeled carriage . I t is practically identical with the road phaeton or dog phaeton .

Y F O U R WHEELED BUGG . The Four Wheeled Buggy was imported from America thirty years ago o r more . I ts extreme lightness is its most striking characteristic . These vehicles are said to have been modelled from the old German h im wagon , but they ave been so much

proved as to be scarcely recognisable . The distinctive fea ture of the German w agon

70

One defect of the buggy is the difficulty o f o u t getting in and , owing to the height of the front wheel and its nearness to the hind wheel ; it is often necessary to partly lock round the wheel to allow of easy entrance . Another drawback is the vibration i n s ep ar able from the passage o f s o light a carriage o n the hard road . These buggies are built i n great numbers

U . . in the nited S tates M r H utton , a Dublin carri age builder who visited America

1 8 8 1 in , wrote a paper on the industry in that country from w hich the following pass age is taken .

“ I n th e b u ggy tr ade th e fact th at th r ee fo u r w h eel ed car r i a ges co u ld b e b u il t fo r f; 2 0 an d l ea v e a ar n fo r r o asto n s es o n e u n t o n e h as seen m gi p fit , i h il r e i ar a ec an c i n th w f th e m . Th e s h dly m h i e h o l e o th ese facto r i es ; bo y s do a l ar ge p r o po r tio n o f th e r Mr Co o s aw t at a c ea b u as w o k . . k h h p ggy w r equ i r e d am o n g th e settl er s an d s tar te d w h at i s n o w o n e o f th e o s o u r s n n u str es i n th e w es m t fl i hi g i d i t . N o atte i s e e r a e to r e a r t ese u es mpt v m d p i h b ggi , i n an i a n n e a s w a s u t s e . essr w h e o f il y y it p id M s . Co o k k ept 85 0 m en an d th ey m ad e a t th e r ate o f o n e m h bu ggy i n ev er y ten m i n u tes . E ver y an ad hi s r u n n task an d k n e w it th o o ghly an d k ew n o t hi g else . These cheap buggies were thrown to gether, not put together , by machinery ; m each part was ade the same size , off the same mould , as it were , so that no nicety of 7 [

w fitting was required . Another riter says that a fa ir average price for these vehicles was A 1 0 . Everyone in America appeared to possess a buggy ; even w orkmen who lived four or five miles away from a city

R u used one . eally good b ggies cost from

1 £8 0 to £ 0 0 to build . The buggy is made for one horse or a pair . Lord Lonsdale selected a vehicle of this kind w ith which to perform his famous

1 1 driving match against time in 89 . H e undertook to drive four stages of five miles

an within hour , using for the first three stages in turn , one horse , a pair, a team , and

w as riding postilion in the fourth . The hour to include the time required for changes . I t is worth recalling the details of this remark able performance .

M n s . Se s M n . Se s . i . c i s c F i r st stage w ith o n e ho r se 1 3 39% C han ge to p ai r 3 1 3 42%

S eco n d stage w ith p ai r Ch an ge to team 1 3 28

Thir d s tage w ith Chan ge to p air

F ou r th stage r idin g p o stilio n

To tal 7 2

THE V CARA AN .

“ o r Whether the caravan , land yacht , as it is sometimes called , should be included among carriages properly so described is perhaps doubtful , but as a number of these vehicles have been built during the last twenty years for private persons who enjoy an independent if a slow method of travelling

o n about the country , a few words them may not be out of place . The caravan is built on the principle of the

w ordinary gipsy van , but is hung on lo er

an d wheels , is more roomy and commodious

f r is adapted o two horses . The size varies i n accordance with the owner ’s requirements but the vehicle most in vogue is contrived

to accommodate four persons , including the

o f driver, who should be a handy man all

work . The following description of a caravan

o f which M essrs . Atkinson and Philipson N ewcastle built some years ago for a gentle man who required ir for prolonged fishing

i and pleasure excurs ons , gives a good idea

w as of the class of vehicle . I t fitted up “ for four persons and was equipped w ith all I t the conveniences o f a modern d w elling . 6 6 stands 9 feet high , is feet inches wide and

o f 1 2 feet 6 inches long . I t is built English

74

“ he was at school I w a s not merely the greatest dunce , but the boldest boy in the

1 8 2 a place . I n 0 I w s about fifteen or six teen years old , a dunce and a very wild boy , and either to save his son from the “ o r a conscription , bec use he was a very wild boy , the elder B ianconi sent Charles

F a r o n i w ho away , apprenticed to Andrea , was to take him to E n gland to learn the “ o f a business a de ler in prints , barometers and spy glasses . F o r some reason F a r o n i took young B ian

a n d coni not to E ngland , but to Dublin ,

1 80 2 there , in the summer of , set to work

a to make numbers of sm ll leaden frames , in which he mounted cheap prints of sacred subj ects which he had brought from I taly . These prints B ianconi and other boys had to sell in the Dublin streets . As soon as B ianconi knew a little E nglish he was sent into the country districts about

o f Dublin to dispose these wares , and he started “ every M onday morning with two pounds worth of these pictures and four pence allowed me for pocket money , on the understanding that I was expected back ” on the following Saturday evening . After the country round Dublin had been “ quite beaten ” he was sent to Waterford to sell

pictures there . 7 5

F a r o n i After his apprenticeship to expired ,

a Bianconi being then seventeen ye rs old , he

n a scouted the idea of goi g home to I t ly , a n d started in business for himself with a hundred louis w hich F ar o n i made over to him ; a n d furnishing himself with a stock of large - sized framed prints w eighing over

1 0 0 . . lbs , he set out to tramp the country I t w a s the exertion of carrying this load w hich

’ turned B i an co n i s mind in the direction of cheap ca rriage for the poor but his em b ar ka tion in the car business w as still a matter of the future . H e was a youth of ambition a n d his position as a pedlar galled him ; he tells “ us that he boldly resolved to thro w aw ay his portfolio and turned carver and gilder ; this step w as taken in 1 8 0 6 at Carrick - o n

w w “l Suir . Soon after ards he ent to ater

w e ford , h re he made himself more proficient in the b u siness (about which he kne w p r a c tically nothing when he started) and i m

a proved his means . After couple of years

w at Waterford he moved to Clonmel , hich

w thencefor ard w a s his home . For some years after his establishment at Clonmel he m a de a business of buying up the “ hoarded guineas of the peasantry ” for

a Government agents , bullion being in gre t 76 demand for the subsidies we w ere then paying the allied armies of the Continent .

’ u B ian co n i s fi Th s nancial position improved , and he w a s able to seize his opportunity when it came . I t must be said that while carrying on the carving and gilding busi ness and that of bullion purchase his o ld idea o f relieving suffering pedestrians faded away ; the idea was born of his o w n hard ships , and , as he says , his inability to con verse freely with the people he met o n his travels in his pedlar days , left him free to observe his surroundings and gave him enforced leisure for brooding . H is horse and ca r business was founded

1 8 1 w in the year 5 , when the peace follo ing Waterloo a fforded him the chance o f buying some fir st- class horses which had be en intended for the Army these Bianconi

1 0 20 purchased at from £ to £ a head , and

u 1 8 1 in J ly , 5 , he started a car for the conveya nce of passengers from Clonmel to

Cahir, which subsequently extended its run to Tipperary and Limeri ck At the end o f the year he sta rted cars from Clonmel to

h u r lo e Cashel and T , and to Carrick and d Waterfor . We m ay quote from a paper read by

u n 1 8 6 1 Bianconi at D bli , i n August , , to

77 sho w how the demand for his cheap car services was brought about

r st th e tax o n car r a es w c th e e Fi ly , i g , by hi h middl c ass s r r ec e r u n t e r w n e l e w e e p l u d d f o m si g h i o v hi cl es . e co n th e en er a eace t at o o w e th e att e S dly , g l p h f ll d b l o f ater o o a n d w c a r eat n u er o f fir st W l , by hi h g mb c ass o r s es r e fo r th e ar w er e t r o w n o n th e l h , b d my , h m ar k et w i th v er y littl e co mp e titi o n ex citi n g fo r th ei r r Th e a o u t e au n t n r u u c ase . s ca t s p h f mily id j i g , h e e e r o en er a u se a car r a e ta x su es e xp ll d f m g l by i g , gg t d i ts elf to m e as b ei n g admi r ably a da pte d to my p u r o se an d w as en a e to r o cu r e t ese e c es o n p , I bl d p h v hi l r r r Th e state o f h e r o a s w er e v e y m o d e ate te m s . t d su ch a s to limit th e r ate o f tr av elli n g to ab o u t 7 mil es a n h ou r .

Bi a nconi obtained the m oney to expand and push his business in a some w hat u n ex p ected way . At the Waterford election of

1 8 2 6 the Beresford party , which expected no opposition , engaged his cars in the town .

After a time M r . Villiers Stuart consented to let himself be nominated , and he applied to B ianconi for cars . Bianconi replied that they were engaged by the B eresford faction , but when the Villiers Stuart party heard this they determined to bring B ianconi over to

w their side , hich they did by the simple pro

a w cess of stopping two c rs and thro ing them , horses , drivers and all , over the bridge . Bianconi was thus convinced which side it would be most profitable to support and 78 cancelling his agreement with the Beres ford party , threw in his lot with the other .

w The election lasted several days , and hen

M r . Villiers Stuart had won , the carman

c i . a re e ved for his services H ay , o ts ,

w straw , and all provisions ere at this time

lo w extremely in price , and Bianconi spent his in forage , in order that he should no longer be at the mercy of the markets . The hea dquarters of the business remained

w as always at Clonmel , and there kept the largest number of horses Among them “ w ere to be found screws from all parts of

m w as the country , for when an ani al found

a unmanage ble , broken down , or hopelessly vicious , he was forthwith offered to Bianconi ,

f r who was sure to find a use o him . M rs .

’ O Co n n ell mentions one l a rge black stallion which w as reported to have killed three men ; he went daily from Clonmel to Carri ck - o u

tw o m en Suir , but there were onl y who

- a . w a d red touch him One evening , half y on the journey , the bridle slipped off his head .

Larry H earn , the driver , could not replace

a it , but he man ged to reach home safely , thanks to his clever handling of the rest of

a the te m . Bianconi appears to have been the most suspicious and exacting o femployers . When

8 0 the passenger traffic brought in and the mail contracts in all .

To ensure the honesty of his drivers , Bi a nconi depended largely upon a system of

w espionage . These ere often schoolmasters on holiday , who were glad of the opportunity o f a free outing . They counted the passen gers in order to check the waybills , reported on the state of the horses , harness and vehicles ,

o f and the behaviour the agents , drivers , and helpers towards the public , more especially the agents . There seems to have been good reason for employing spies . The

- h drivers were ever on the look out for t em , and they displayed marvellous ingenuity in detecting their presence and in making it known to fellow drivers on the road .

’ I t is worth noting th a t B ia n co n i s smaller cars Were at first drawn by one horse of

w good stamp , but ith the peace that followed Waterloo the demand for such horses

o f ceased , the breeding them naturally diminished , and after some time I found it necessary to put two inferior horses to do the work of one . H e appears to have carried mails from the very beginning of his enterprise in 1 8 1 5 and continued to do so for many years without a 8 1

c h contra t . Anthony Trollope say s that e commenced to do this between Clonmel and Cahir and made his o w n ba rgain with the postm asters . An example of the Long Car was sho w n

1 at the Crystal Palace Exhibition of 8 9 6 . I t w a s built to carry six persons on either side , the well between the seats being given up to baggage and parcels it w as drawn b y

a n d 1 6 - two horses weighed about cwt .

CONV ERTI BLE CARRIAGES .

Combination or convertible carriages ar e those w hich can be used either on tw o w heels or four . An historical conveyance of this kind was shown at the Crystal Palace

1 8 6 Exhibition in 9 . I t was the invention of M r . W . B ridges Adams , who called it the Equirotal it found favour w ith the

w ho great Duke of Wellington , purchased

1 8 the carriage about the year 3 8 . The component parts were a gig without a head and a curricle with a head , so made that either could be used by itself w ith one horse or a pair , or secured one to the other with couplings bet w een to make a

w mail phaeton . The heels of each vehicle

w . . ere of equal height , whence the name M r 6 8 2

Thrupp says of this invention “ it has some good points and m ay be revived some day with a more perfect connecting joint than

t M r . Adams con rived in

1 8 f I n the year 80 M essrs . Kerridge o

N eedham Market , produced a patent con

w vertible carriage , hich could be easily changed from a two to four wheeler in a few minutes . I n its two wheeled form it was a neat Battlesden car by removing the shafts and attaching a fore carriage by means “ o f a pair of pump handles o r front cranes

fitting into the shaft sockets , the carriage

a became a victoria , with a front se t , if required , for children . I n the carriage section of the I u ven

1 8 8 . tions Exhibition of 5 , M essrs Clift of

w Wellington , showed a small vehicle hich by the adj ustment of a few bolts could be converted from a two w heeled car into a

w four heeled phaeton this contrivance , “ w hich was called the Excelsior Combina tion carriage caught the public fancy and brought the inventors numerous orders . A more complex invention was that of

w M essrs . Atkinson and Philipson , who sho ed a n exa mple of it at the Coaching E xhibition

f 1 w o 8 9 4 . This was a carriage hich could be used as a brough a m or a single or double

84

I ts disappearance is attributed by one good authority to the fact that the landau had b y then been perfected a n d offered a far more convenient choice between an open a n d closed carriage than the cumbrous system of changing the body .

TW E E E C A R R A E O W H L D I G S .

I n the Tw o W HEELED CLA ss we have the

Dog Cart in its many varieties , such as the curricle tandem , polo , panel , nursery cart and governess cart ; the gig and its varia tions , such as the tilbury and skeleton gigs , while the buggy may also have been sug gested by the shape of the gig . The Battlesden car has sufficient individuality to ” stand alone ; the cosey is a modification of the buggy ; the ralli car may be placed h alf i way between the g g and the buggy .

The avondale , or as it is more properly

a called the governess cart , is comparatively new design and its shape sho w s a certain originality which places it in a class by itself with some other builds o f vehicle which appear to have been suggested by it . The I rish car and the hansom cab also stand by themselves . 8 5

GIGS .

Of the tw o w heeled carriages in use the gig is the oldest . I n former days , before the

w rail ay era , it was probably the most familiar

w a s vehicle on our roads , for at that time it almost universally employed by commercial travellers w hose occupation required ra pidity f o travel and independence of movement .

co n Also , gigs were quite the commonest v ey a n ces to be seen on the suburban roads

’ round London in the thirties , for bankers , merchants and tra ders w h o lived in the out skirts drove u p to their Offices in the morning in their gigs returning the same w ay after the ’ “ w i h w a day s ork . The g g o u s e s an indis pensable adjunct to the small suburb a n residence at this period and these miniature

’ coach houses providing space for the o w ner s gig , and no more , are still to be seen round

London .

The gig , as a means of travelling from

w as the suburbs to the city , driven off the road by the establishment of the omnibus

a and tramc r , even as the stage and mail

w u w coaches ere o sted by the rail ay . Most of the gigs of that period appear to have been hu n g Stanhope fa shion with

tw o c four springs , two side and ross , forming 86 a square ; these supported the body of the

ash w vehicle , the shafts , hich were iron plated , being connected with the axle by span irons . This method of building made

fo r the gig very comfortable the passengers , but the sh a fts being without spring action vibrated terribly with a fast horse , and it was impossible to keep the iron plates and stays sound for any length of time . When the gig came into fashion again in

’ the early seventies , coachbuilders avoided this drawback by using lance w ood fulcrum shafts with tapered hind ends and by attach ing chains from the axle to a sp li n tr ee in front an even pull was secured from axle and w heels . The shafts were attached to fulcrums nea r the front step forming con n ectio n w ith the body , and one or two other less important alterations overcame the results caused by vibration . “ Fulcrum sh a fts were first patented in

’ the thirties , and as they accomplished their

a obj ect , to stop jolting , they have been p

- plied to many two wheeled carriages . Gigs vary widely in shape and mode of s u sp en sion .

Y The T I LB UR gig , invented by the coach

o f a builder that n me , who carried on busi ness in South Street , London , had great

8 8 a n d lancewood shafts The w heel timber used was imported from America and was c onsidered much superior for the purpose to a n y wood grow n in France . The method of suspending the body o f this carriage was certainly cumbrous and r equired very nice a djustment to secure comfort . M r . G . N . H ooper, in a paper read b efore the I nstitute o f B ritish C a rriage

Y 1 8 Manufacturers at ork in 99 , gave the following description of it “ The suspension o f Tilburys is really a double suspension , for an under spring is fixed on the axle and attached to the shafts with scroll irons . The Tilbury has a cross spring raised a long way above the hind part of the shaft o n a bracket iron : two short elbow springs are secured to the

o f bottom of the curved seat the body , while two more are a ttached to the bottom o f the body in front . On the proper proportion and a dj ustment of all these springs depends

a the comfort of the carriage . I f the le ther bra ce which lies at the bottom of each elbow

’ spring is too long , every time the horse s

u back rises , he causes an action to be set p w hich exactly resem bles th e famili a r old fashioned cinder sifter, and which becomes specially disagreeable after a meal .

90

body and shackled to the side springs , the S tanhope is a very comfortable and

- easy running vehicle , and the rocking motion behind a rough trotter is less th a n in any other gig . Some additional weight is involved by the necessity for iron plating round the h shafts . One objection to t is vehicle w as that if regularly u sed w i th a fast trotter it was almost impossible to keep the i ron h &c. t e plating , , sound , however carefull y gig w a s looked after The Stanhope gig

’ had great vogue in the eighties , having come into fashion again ; the method of building w as then somewhat altered to obviate this drawback . “ : M r . H ooper says the comfortable four spring arrangement of the old Stanhope gigs was combined w ith the improved method of using the lancewood fulcrum shafts with

- a elegantly tapered hind ends . By pplying neat chains to the axle flaps under the

s lin tr ee springs and attaching the p in front , an even pull was secured from the axl e h and wheels . By attac ing the shafts to fulcrums near the front step they were con n ecte d with the body , and by supporting the tapered hind end bet w een two cylinders of i n dia r u b b er free play was permitted with ” o u t risking a rattling noise . 9 1

THE CABRIOLET .

The Cabriolet , which for many years was very fashionable in London , is seldom

a seen nowad ys , though within the last few

a seasons at least one appea red in H yde P rk .

M r . G . N . H ooper gave a good description “ of the cabriolet , in his paper on the Sus

o f R pension oad Carriages , read before the I nstitute of British Carr iage Man u fac tu r e r s Y 1 8 a , at ork , in 9 9 ; from that p per

’ the following passages w ith the author s “ ” a pointed rem rks on the tiger, are taken

Th e cabr i o l et r equ i r es s till m o r e atten tio n to th e bal an ce [th an th e do g car t] fo r it m u st b e b u ilt s r o n to b e sa e car r es a ea o an d t gly f . It i h vy b dy , th e w e o f th e r o o w h o stan s e n ten s to ight g m , d b hi d , d a er h s a f h a F o r so e cate an d lt t e h p e o t e sh fts . d li cu a con s r u c o n i s n ecessar to n o w h o w diffi lt t ti , it y k e a r n r s es a e n o e to th y e ge e ally u sed . Thi giv k y t h r I n o n n th e ea s ar e n ear t e t e atm en t. L do h d ly a w a s a str u c s affo r s s e ter as w e as l y h lf k . Thi d h l ll r ac an d a o w s th e n en d o f th e s a ts to b e p iv y , ll hi d h f r h n f r h a k ept s h o r t . I f p o vi si o n as b ee m ad e o t e h e d to a en t r e th e n en d h as to b e e ten e th e f ll i ly , hi d x d d ,

C - s r n e u r t er ac an d th e w e an d p i g fix d f h b k , ight e er a e n cr e e A s th e r o o a o st a w a s l v g i as d . g m lm l y s tan s e n h e r ea e s to r e o e so e o f th e d b hi d , lly h lp m v m ’ w e r o th e o r se s ac an d th e a an ce s o u ight f m h b k , b l h ld e ar r n h b a ged as if e w er e a l w a y s i n h i s p l ace . Th ese ca r r i a ges w er e gr eatly impr o v ed abo u t fifty ’ year s ago by th e w ell - k n o w n C o u n t d O r say an d th e at Mr ar s C u r n e h r eat r n e . C e . o w o e e l h l B t y , g ly fi d 9 2

th e o u l n es an d r o o r t o n s a n t e er t i p p i , m ki g h m light , or e co ac an d far o r e st s e eca e m mp t m yli h . Th y b m ar ex cellence th e e u a e o f th e eu n e n oblesse a n d n o p q ip g j , m o r e s tyli sh t w o - w h eel ca r r i ages fo r o n e h o r se w er e

r en fo r an ear s w e t e w r e a s n d iv m y y h il h y e f hi o abl e . A l ar ge w el l - br ed h o r se w as a n ecessi ty an d thi s th e ca r o e en er a h ad b i l t g lly . Th e r o o o r t e r as h e w a s t en ca e w as g m , ig , h ll d , a sp eci al L on do n p r o d u ct : h e w as p r o d u ced i n n o o t er c t r t s o r o r e n all th e en u n e t er s h i y , B i i h f ig ; g i ig

a e r o n n Hi s a e ar e r o teen to h il d f m Lo do . g v i d f m fif

tw n - fi F ew t er e w er e t a w er e n o t er ec e ty ve . h h t p f t

aster s o f t e r o r ses w er e t e e er so . I n m h i h , h y v big s a e an d a e h e w as a m an i n n a u r e h i s r o h p m k mi i t , p o r t o n s er ect hi s u r e er ect an d so ew a p i p f , fig m h t d efi an t h i s co at fi tte d as if it h ad b een m o u ld ed o n him ; h i s w hite bu ck s ki n b r eec h es w er e s po tl ess ; hi s to o o ts er ect o n h i s h at w t i ts n a r r ow p b p f i ; , i h

n n o f o o r s er ace an d r s o o e u bi di g g ld ilv l , b im l p d p w t o o r s er cor r ll an t w r u s n w as i h g ld ilv d , b i i ith b hi g , ’ il A s h e sto o a t h i s o r se s ea r ea w o r n a u n t . j y d h h d , dy t r ece e hi s n o e a ster o u t e ect to o iv bl m , y migh xp him “ sa as er i s a u e an d a m r es o n s e fo r y My m t d k , I p ibl h i t ” s safe y .

THE SULKY .

a Of the Sulky , vehicle introduced from

sa . America , it is unnecessary to y much

o n Designed for use the trotting track , it combines the utmost lightness and strength

w ith the least possible accommodation . I t

o f practically consists shafts , wheels , springs a n d an elementary se a t for the driver

w hich is supported directly by the shafts .

94

“ T by the I talians o f the middle ages . he

French added springs , and the E nglish

a altered the shape , giving the back p nel

‘ ’ an Ogee , or chair curve , and improved

n o w the hood , and added a spring bar across the horses backs , rendering it a graceful and easy vehicle , which could be ” driven at great speed . The balance of the earlier curricles

' appears to have been very indifferent ; it was cl u msily corrected by filling the hind

o f part the undercarriage with a box , in which was placed a quantity o f iron to counteract the weight o f the body w hich ' w as s et fo r w a r d o f the axle . The want of perfect safety checked its early popularity , and it was grad u ally superseded by the

’ gentleman s cabriolet with one horse , and the mail phaeton with two horses . I t was

1 1 8 in use from 70 0 to 3 0 .

a The gre t novelist , Charles Dickens , drove a curricle as soon as he could

’ o a afford to keep a carriage . Count d rs y and Lord C hesterfield had curricles built

1 8 6 . by M essrs . Barker in the year 3

The I ndian tonga , a rather low , hooded

o n vehicle , built somewhat the lines of a R alli cart , is furnished for draught by a pair of ponies on the curricle principle with pole 9 5

’ and har The a dva ntages of the a rrange m w ent , as the riter is informed , are very a pparent on the rough hill roads of I ndia , or w ith unsteady ponies though one of the

w pair canter hile the other trots , the cart r u ns quite stea dily ; while the most violent kicking scarcely disturbs the equilibrium of the vehicle , the point of suspension being on the bar w hich connects the saddles just

behind the withers .

1 8 8 A curricle was introduced about 3 , which differed materially from the vehicle

formerly known by that name . I t consisted

of a cabriolet , or whisky body , having an “ ogee or chair back , the body being sus pended by braces from C or S springs upon

la the undercarriage . I ts peculiarity y in the

w a use of long lance ood shafts , set so far part that the pole could be placed betw een them the saddle bar being used to support the pole the shafts it would seem were some w hat

a unnecess ry .

E TH CAPE CART .

N early allied to the curricle method of

a harnessing is that in use for the Cape c rt .

I n this vehicle , whose general plan much

VVhitecha el w resembles that of the p , ith a 9 6

pole in place of shafts , a cross bar , called “ the bugle , is hung to the lower arc of the collars to support the extremity of the pole . When the sons of Quee n Alexandra

1 8 8 1 made their tour round the world in , one of the presents they brought home to their mother was a Cape cart of the build in use in South Africa . I t is described as a two wheeled vehicle driven sometimes with a pair, sometimes with four horses , the pole being fitted for that purpose . The body , about 4 ft . 9 in . long, was formed like a

a m Whitech pel cart , the sides being fra ed so as to present three panels . At the back w a s built in a large box for provisions , the full width and depth of the cart , the back seat forming the lid the tail board was used only — as foot rest . A n adj ustable centre seat with back - rest could be used so as to provide accommodation for six passengers . A white canvas tilt o n w ooden hoops with sun blinds

w at the sides , hich could be strapped up

w when not wanted , covered the hole body of the cart . The value of the curricle—bar or the alter native method described is much less appa

o u rent our smooth roads , and with the well broken animals used in E ngland th a n it is i n lands where long journeys over rough

97 roads w ith hal f broken ponies are of daily occurrence .

DO G C ARTS

The Dog cart in its modern shape is a compara tively recent invention . I t was

a t a originally a very high c r , which , bout the year 1 8 1 7 had been raised to a n elev ation

w . w hich excited the ire of Dr E dge orth , and which gained it the name of the “ suicide

a w in I rel nd , here it appears to have found particular favour . The wheels were high and the driver ’s seat was raised on lofty springs a bove the undercarriage ; there w as

w w as a separate seat for the groom , hich raised three feet higher than that of the drive r .

s o - The first dog carts , properly called , w a ere much more pr cticable vehicles , being constructed for the purpose indica ted by their name—to enable dogs for shooting or

u c c other p rposes to be onveniently arried .

w a n d They ere seated for four, were roomy ,

a w comfortable tr ps ith space under the seats , where a brace of pointers or other dogs cou ld lie at ease ; the sides of the cart were made with Venetian slats to provide 98

fr e ventilation , the seat cushions being quently furnished with long flaps falling from the seat to near the floor o f the vehicle . “ s o - The dog cart , properly called , has quite outlived the purpose for w hich it was designed and from which it received its name . A conveyance adapted for the comfortable carriage of dogs ceased to be of practical utility when pointers and setters ceased to be used for partridge and pheasa nt shooting . The modern dog cart is constructed in endless variety of shape and detail : essen

tiall y an E nglish vehicle , E nglish makers

have no rivals as builders of dog carts . The fashion changes frequently so far as the general lines of the vehicle are con

a cerned . Ten ye rs ago lines upright rather th a n sloping seemed most in favour ; deep panels banished the lightness of appe a rance w hich w a s the vogue at an earlier period ; the top sides curved out w ards and in some

cases nearly overhung the wheels . The tendency of the present day appears to revert to a n earlier sh ape ; the c a rt built on sloping lines is frequently to be noticed and the pa nels are often more or less open

instead of being solid . I n one respect the

I OO

fo r . o r required two on the front seat , for — h e o f t re overcome by one several devices .

Mas . ke i n M essrs y and Co of Warrington , “ ” 1 8 8 a 3 patented Lever Balance , whereby the driver , by working a lever at his side , can move the whole body of the cart for

o r wards backwards to adjust the weight .

A device on the same principle , i nvented

’

. a by M r H ooper s firm , cts only upon the seats , which are fitted with slides for easier movement . Dog carts are hung in various w ays ; the

tw o - usual method is on side springs , but three springs and four are employed in some vehicles . Of the TAN DE M CA RT there is little to be said ; it differs from the ordinary White

’ chapel chie fly in the height of the driver s s eat which is elevated to give the needful

c . ontrol over the leader This alone , of all forms of dog cart , remains high . Perhaps the smartest tandems are to be seen a t the a nnual meet of the Tandem Cl u b in H yde

Park . Driving either horses or ponies tan de m fashion has a lways been a popular a musemen t and deservedly so ; there is no more severe test of driving skill th a n a tan de m w w ho affords , and the hip can handle o n e well should find it an easy matter to

a n drive y team .

1 0 2

car . This carriage , whose general outline

n o resembles the older vehicle , has door at the back and thus more sitting space is pro v d d i e . I t is entered from the front by a step ; a distinct advantage when the roads

w t u are e and m ddy . The driving seat is

w ca n arranged on a slide , hereby it be moved for w ards or backwards to adjust the balance ; and it also en a bles the driver to sit facing the horse instead of sitting side

’ w ays as i n the governess car The seat is so planned that the passengers can enter or leave the car w ithout disturbing the driver . Notwithsta nding its a dv a ntages this car is seen ra rely by comparison with the

governess .

a The B ttlesden cart was , until very

a tw o recently , one of the most popul r of w heeled vehicles , and deservedly , for it

c a t had much to re ommend it , being once

o r light for the cob _ pony required to draw it ,

a n n e sy runni g , and comfortable for the oce

a p nts . This build appears to have gone out of favour of late ye a rs having been sup

lo w a planted by the dog cart , polo c rt , or

c panel car , more compa t and perhaps smarter looking vehicles , but of which none afford the spa ce and carrying capacity of th e a . B ttlesden This cart , the writer i s

1 0 4

The buggy is very popular in I ndia , and the vehicles built for use in that country a r e fu rnished with a seat for the n a tive groom in the shape of a large w ooden plate upheld by iron stays between the hinder ends of the shafts . The interior of the carriage is thus left free for the E uropean occupants . The hood when raised makes the carriage some what top heavy , but this is the only grave obj ection that can be advanced against it . The name “ buggy is very usually applied to a low hung gig with a folding head . The D uchess of Connaught had such a carriage built specially for her to drive herself in I ndia , and this type is now called the Connaught buggy . The C O SEY Car is practically a modified l buggy on a small sca e suitable for a pony , and forms a very comfortable and roomy carriage for two passengers . A noteworthy development of recent years has been the steady growth in numbers of

- small two wheeled carriages of every build , excepting only the two forms that remain to be noticed . The demand for a low , fairly light vehicle that provides accommodation for two , and is within the draught power of a pony , is remarkable and for one dog cart

1 2 drawn by a horse of 5 or over, fifty carts 1 0 5 or cars of one build or a nother are used

1 2 2 with ponies of from to 1 4 hands . This is a Ci rcumstance which should be kept i n vie w by those w ho are devoting attentio n to the pony breeding industry , for there can be no doubt but that the market for har ness ponies of good stamp w ill continue to increase .

HANSO MS . The H ansom stands practically by itself

- among two wheeled vehicles , the only con s p icu o u s variation from the ordinary shape being the four - wheeled hansom which of late years has been seen in small numbers

w on the London streets . This carriage as originally invented about the year 1 8 3 3 by

M r . J . A . H ansom , an architect , who died 2 th 1 8 8 2 on J une 9 , ; but the first hansom was constructed on lines differing somewh a t from the modern carriage , which , in addition to structural alterations , is fitted for the com fort and convenience of the passenger with various appliances which were unknown in the original vehicle .

’ a M r . H ansom s invention had very l rge

a wheels and the body was differently sh ped ,

’ as we may see in J ohn Leech s drawings ; the “ safety ” element consisted in such an 1 06

w arrangement of the frame ork , that the cab w r ould not upset if tilted up o down . The method of suspending the body was , how

a ever, substantially the same as th t still em ployed . ’ “ M r . H ansom s patent safety superseded the quaint - looking cab on tw o low wheels

1 8 2 which M r . David Davis invented in 3 , and which , until the hansom made its appear ance , was the principal public conveyance that plied for hire in the London streets .

’

. cab a a M r Davis , ppe rs to have had a

a body a little like hansom , but smaller ; the hind part of the head w as stiff and solid a n d the fore part folded ba ck upon it ; this cab w a s driven from a seat fixed to the head . Another carriage w hich enjoyed brief vogue

’ in the thirties was that described by M r.

E . N . H ooper .

A o u t th e ea r 1 8 0 a t tw o - w ee e ca b w t b y 3 , ligh h l d i h a e an e to an d ca r r n tw o er so n s n s e fix d p l p yi g p i id , n T r er sat o n a tt e seat o er w a s i tr o d u ced . h e d iv li l v th e ff- s w ese car r a es u n an d o id e h eel . Th i g h g high w er e an er o u s th e o r se e b u t t e r e a r e d g if h f ll , h y p p d th e u c fo r a as er ess cu er so e an d ess p bli f t , l mb m l h l ac co s tly v ehi cl e th a n t e o d co h es .

’ The ca rriage with the driver s seat at the side a ppears to our eyes ill - ba lanced

a a s and uns fe , far as we may j udge from contemporary pictures .

1 0 8

At the H orse Show held at I slington in

1 8 — 77, a form of hansom called a two wheeled brougham was exhibited by a Peterborough builder ; the principal a dvantage claimed for it was th a t by a novel arrangement of trans verse springs a lady could enter and leave the cab without bringing her dress in contact with a dirty wheel . This cab was so built that the horse was brought nearer to his work : whether this w ere an improvement or not is a debatable point .

at The Floyd H ansom , which was shown

’ 1 8 8 the Sportsman s E xhibition of 5 , offered

w as several improvements . This carriage

’ u Coaclz b u i lder s Ha r th s described in the ,

’ ’ n ess Maker s a n d S a ddler s A r i ou r n a l at , j the time .

Th r ee sp ecim en s o fth e Fl o yd H an so m w er e sh o w n an d attr acted atten tio n by th e p ecu liar su b stitu te fo r th e o r din ar y fr o n t light w ith i ts aw kw ar d hin ge d ” c h h a r n o o o r ca as a tio n . T e Flo yd ad f o t h d l h

r a e a n d az e t n n s e th e o . w as f m d gl d , fit i g i id b dy It pivo te d at th e fr o n t o f th e elbo w so th at w h en let do w n by th e d r iv er i t s w u n g fo r w ar d n ear ly to th e r Th e dash er an d bel o w th e l ev el o f th e do o top s . glass to p an d side a ffo r d ed ampl e light an d a thick r o er cu r ta n ser e n ee e to secu r e r au ll i v d , if d d , d ght fr o e ow n th e s ace r o as er to to o f m b l , by filli g p f m d h p r Th e r o e en i n co fo r t an d co n en en ce do o . imp v m t m v i w as an fes b u t h o w far t s i s co u n ter a an ce m i t , hi b l d by n cr ease co s w e a to r at e an d r o a i d t , ight , li bility tl p b b i lit o f r o en ass e er en ce u s eter n e . y b k gl , xp i m t d mi 109

This vehicle , exhibited by Messrs . Burn

w a s and Company , intended not to ply for

a n d hire , but for private use ; was beauti

a fully finished and fitted . I n ddition to the usu al small mirrors a n d fittings which w ere

w as u of ivory , the Floyd hansom f rnished

a h ell with parcel rack inside , an electric

a w to sign l to the driver , a atch in a neat

c c brass ase , and ingenious re eptacles for stick

w or u mbrella . The side indows were m ade

w tw o w to Open , as ere small indows in the

b a ca & c. back of the ; the rein r il , , were

a . r a cti of br ss The head , when let down , p cally increased the length of the body of

the cab . With all its advantages an d improvements

a the Floyd never gained any great popul rity , tho u gh a few cabs built on this model w ere

’ to be seen in London in the eighties ; it is probable that the objections foreseen by the writer of the para graph quoted a bove proved

a gre ter than the convenience gained .

w At the H orse S ho held at Olympia ,

1 8 8 West Kensington , in 9 , Messrs . Manton

w of Birmingham , showed a hansom ith

w a leathern head or hood , hich could be

ra ised or put down as required . The

w a hansom ith a mov ble head , however ,

has never come into general use . 1 1 0

“ The Arlington cab , invented and.

. c is patented by M r Knight of Dor hester ,

a contrived on the principle of the h nsom , but has some peculiar features of its o w n . The system on w hich the front windo w s h of the ordinary hansom is fitted , w ether on the hinged principle or slide and hinge plan , leaves something to be desired ; and much ingenuity has been expended o n thi s part of the vehicle alone .

’ Mr . K night s invention included a bold a ttempt to grapple with the difficulty and was largely successful . H e replaced the

w half doors set at an angle , ith upright doors reaching from floor to roof ; these were fitted with sliding glasses in the top part after the manner of an ordinary brougham door .

The doors , meeting together in the centre

a when closed , form half circle , and to open them the passenger pushes each into a slide

th e w on either side of body , hich is curved to admit of this . The doors can also be opened and closed by the driver . I t should

a F o r de r be mentioned th t M essrs . were the first makers to furnish their hansoms w ith the apparatus which en a bles the driver to open and shut the doors .

’ C ab M r . K night s Arlington offered

I I I advantages which h a ve secured a certain amount of acceptance for it ; the vehicle

u r is easy to enter and leave , and the p ight doors afford m ore space to the occupa nt .

a I t is worthy of note , too , th t with his

improvements M r . Knight contrived to considerably reduce the w eight of the cab ;

it scal es only 8 cwt . Another i m proved hansom is the i n v e n

. w a s tion of M essrs . H orsley This vehicle exhibited at the I slington Cattle Sho w of

1 8 6 c 9 , and its chief laims to notice were its

lightness and the low suspension of the body .

- w a Two thirds the eight of an ordin ry hansom ,

b e a 1 1 it could drawn by 4 cob , and the floor w as brought so near the ground that the

usual step was not necessary , the passenger stepping w ithout effort from the c u rb into

’

. ha n the cab . The seat of Messrs H orsley s

w som as wide enough for three persons .

1 8 8 u . a M essrs Thorne , in 7 , prod ced very light a n d comfortable ca rri age w hi ch thev termed a brougham hansom though its m a in lines of constru ction differed essen

iall t y from either carriage . This afforded sitting room inside for three or fo u r ; it w a s

a t a w w as entered the b ck , and hen the door

a w a s a a shut , seat across it so rranged th t there was no possibility of the door opening 1 1 2

’ w w s till the occupants eight a off the seat .

’ The driver s seat was in front , on the roof of the vehicle . The method of suspending the hansom

C - varies . Many are now hung on springs ; the Dennet system , two side springs a n d a cross spring is very generally em ployed , and less commonly , the body rests on two side springs . The ordinary hansom is considered a model carriage so far as suspension is concerned , for the load is j ust

w a bove the a xle . E verybody kno s that

a the h nsom , by reason of its steadiness , is an exceedingly comfortable conveyance ; the re is no vehicle th a t runs more easily, p ar ticu la r ly when the load is truly balanced .

THE I RIS H CAR .

The I rish Car is peculi a r to I reland and a n ex a mple of this vehicle is but rarely found

’ on this side of St . George s Channel . The wheels are very lo w and are concealed as fa r as the axle boxes , or farther, by the panel

a of the footbo rd , which panel is hinged to “ O f the edge of the tray , either side which

w forms the seat , to allo of its being turned

up w hen not in use . Private cars are usually fitted with a

1 1 3 small seat in front for the driver ; the average car that plies for hire , however , more often than not , has no such provision for his convenience . The seats are some w w hat narro , a fact which makes this vehicle rather uncomfortable w hen more than one

s passenger occupies each side , and render the position of the unexperienced occupa nt insecure when the car is driven fast round corners . The “ well sometimes found between

s the seats i useful for small packages , but heavier baggage must be roped firmly on the movable lid of the well . The “ advantages of the outside car are th a t it is cheap ; i t is light enough to be dra w n easily by a 1 4 - hand pony ; it is well

c balan ed , is not easily upset , and is easy to enter and leave ; altogether it is a very useful vehicle for travel on rough and hilly roads .

The objections to it are numerous .

w w ho I ts idth is sure to cause the novice ,

‘ unwarned , drives it for the first time , to come into collision with other vehicles and gate

b u t . posts , this peculiarity is soon realised I ts greatest objection is that the passenger is at the mercy of the wind and rain of the wettest climate in E urope to indulge in the 8 1 1 4 occasional change of posture comfort requires o n n a lo g drive , and at the same time to keep the body and legs dry under mackintoshes and rugs , is an art only to be acquired by long apprenticeship . With all the faults which users other than v I rishmen disco er in the car , the modern vehicle is a great improvement on that in

o u t use forty years ago , and less , in of the way parts of the country . The wheels of the older car were even lower the body w as hung lower and the shafts had an upward pitch in front which imparted a slant to the seats whereby the passenger continually found himself “ drifting ” back upon his seat companion or the car rail . Many of the cars now in use in I reland have the same defect .

w ho Dr . Edgeworth , wrote in the year

1 80 0 , describes a very primitive I rish car “ w hich was the common vehicle of the f country during his day . I t consisted O shafts with cross - bars ; two low wheels of solid wood were wedged on to the axle tree so as to form one piece , like a railway axle a n d w heels ; the wheels were closer to one

a another than the sh fts , and the axle pro j eered to revolve in sockets placed under the “ shafts . Such a car cost only four guineas ,

1 1 6

I N S IDE F ITTI N GS are entirely of French origin . I n early days a few o f the more enterprising coachbuilders who paid periodi cal visits to Paris in search of novelties , used them sparingly in their vehicles but after a time they came to be considered i n disp en sable to the proper equipment of a properly appointed carriage . This recognition of the additional grace and finish imparted by

fittings was somewhat slow of growth , but the Paris E xhibition of 1 8 6 7 and yet more

o f 1 8 8 markedly that 7 , gave an impetus to this department o f carriage building in

E ngland . One o f the official reporters at the latter exhibition laid stress on the superiority of the French in this respect , but he added “ co ach m aker s that E nglish assert , and with some show of reason , that as they can get as much money for a carri age w ithout interior fittings as with them , it is not worth while to throw money away on them . During recent years much more attention has been besto w ed on these details electric

fo r lights the interior , improved means of communicating with the coachman as well as receptacles of vario u s kinds and other con

v en ien ces to a . , are be found in many carri ges 1 1 7

- U PI I OLSTE R Y . As regards upholstery the R oyal Com t missioners , in heir report on the Paris

1 8 8 Exhibition of 7 , said that French car r iage laces were exported in large quantities

- to E ngland before the Franco German war . The stoppage of the industry brought about by the w a r was i n s tr u m e n tal in establishing it in London , where it has been carried on ever since . I t has long been a n article of fa ith a mong the friendly critics of the E nglish coach building industry that the one depart ment in which w e allow ourselves to be beaten by foreigners is in the upholstering o f a w our carri ges . France has al ays taken the lead in this ; we have been content to

w a t follo a distance , making no advance e x cept w hen It has been a lmos t forced upon us . One radical change there has been since abou t the year 1 8 70 ; that is the complete disappearance o f Silk for linings (save in Sta te coaches) and the substitution of morocco leather usually with a dull grained surface . This is an undoubted improve ment , regarded both from the artistic point o f vie w and the pra ctical ; leather coverings look smarter ; they a r e more in harmony 1 1 8

o f with the purposes a carriage , are more easily cleaned and wear better . R eversible cushions having o n e side co v ered with cloth and the other with leather a r e much used . 3

w Spiral springs of thin steel ire , to increase the comfort of cushions , are quite a modern improvement . I t would be possible to trace the introduction of such modern

n improvements as co cealed hinges , self clos

& c . &c . fo r ing locks , , ; but patents such accessories are numerous and it does not appear necessary to do more than re fer to these fittings which contribute to distinguish the carriage of tod ay from that of forty years ago or less .

PAINTIN G .

' I t was stated in the year 1 8 84 that while considerable progress had been made u in th e manufact re of carriages , little pro gress could be recorded in the matter of

had painting . I mprovements been made in the dry colours but the process o f ap p li cation to the carriage showed little advance and remained a tedious business requiring

a l consider b e time . Fashions in carriage painting vary greatly from yea r to year .

1 20

c a arriage lamps , but v riation is restricted by the necessity for their fulfilling certain o bvious requirements they must be light , be unaffected by the vibration inseparable from r apid motion and afford a strong and steady light .

The shape is one of four, namely , square , o ctagonal , circular and dial or clock face the last is considered the best for illuminat i n g purpose , the square ranking next ; the large dial lamps used on drags give the best

w light of any carriage lamp . These ere brought to perfection by M r . J ohnson of Edinburgh and were for many years “ kn ow n as Scotch Dials .

BRAK ES B rakes in a practical form were first applied to private c a rriages about 1 8 6 0 - 6 5 ; brakes of a kind w ere occasion ally fitted earlier than 1 8 6 0 but they were of little

C - f use . Carriages hung on springs of ered peculi a r difficulties to the effective applica tion of any form of brake other than the

1 8 0 . . chain and Shoe . I n 9 M r F S hanks invented a method o f applying the pedal brake to C - Spring carriages which over

a a . R came the obst cles ubber br ke blocks , largely used in all forms of carriage were 1 2 1

w i nvented by M r. I . Offord some t enty

years ago . I n E ngl a nd the brake is generally o perated by a lever w orking in a toothed rack at the side of the driving seat ; in France and other continental countries a w heel and screw attachment is preferred ;

w the latter is the easier to ork , but has never found favour with us , probably because the lever is by far the neater appliance . One of the most important a dditions to the street omnibus is the brake w hich the driver

works by means of a foot lever .

WHEELS .

A book might be w ritten on Wheels

w ithout exhausting the subj ect . Solid

w w wooden wheels , hich ere doubtless the e arliest made by man , are still used in

a a Eastern countries , Burm , China and J pan ,

w a and , to come nearer home , in the ilder p rts

o f I reland . The Egyptians made spoked w heels years ago and thi s ancient pattern of w heel held its o w n unimproved

a down to within compar tively recent years . One of the chief improvements h a s been the substitution of a n all- round tire for the

i . e. a old straked tire , , a tire m de in sections 1 2 2 and put on so that the joins met in th e

o f middle each felloe . Oak , from time immemorial , has been used for spokes ; ash is held the best for felloes , but elm or beech is sometimes used ; elm is used for th e stocks . “ w i e Modern heels are always dished , . . , the spokes are set into the hub at a slight angle , and revolve upon an axle arm which “ is pitched or bent do w nwards . The object of making wheels thus , instead of fl at as in old days , is to save them from wear

a and te r . H ow dishing accomplishes this end and why axles are pitched , M r . Thrupp

u H n l cidly explains in his i slory of Coa c es .

Th e ten d en c y o f a w h ee l i s al w ays to beco m e u p r t a n d w en i t eco es so th e r a u a h am igh , h b m by g d l m er i n g o u t o fth e ti r e to a gr eater l en gth a n d gr adu al si n ki n g o f th e sp o k es fu r th er i n to th e n av e an d r i m

w ear a n d tea r t en th e ee o es o ec s w t e . by , h h l g pi I f an y o n e w ill w atch th e m an n er i n w hi ch th e m ater i als o f a m o eco e str a t as i s tw r e r o u n h e p b m igh it i l d d , w il l u n der s tan d th at th e s am e cen tr ifu ga l fo r ce co m

e s w ee s to eco e u r t. eco n as a w ee p l h l b m p igh S dly , h l r u n s al o n g a r o ad it i s fo r ced fr o m s id e to side by th e u n e en s u r ace th e u n e en r au o f th e o r ses v f , v d ght h an d th e r a o t o n w c atter r e u en cau ses pid m i , hi h l f q tly th e w h ee l to ju mp o ver th e r o ad i n stead o f p r essi n g e u a o er all i ts c r cu er en ce en w e s o u r q lly v i mf . T h di h eels n o t o n to ee th e t r e t a s o n as Wh , ly k p i ight l g o ss e b u t a so to r es s th e a er a t r u st w c p ibl , l i t l t l h hi h m a p er fectly u p r ight w h ee l w o u ld so o n fo r ce th e s po k es o u t o f th e n a e s We tc th e ar s o fth e v . pi h m

1 24

E nglish oak to a considerable extent . The use of improved machinery and the vast quantities of timber in America give our transatlantic cousins advantages in this de

ar tm en t p , but it is only fair to say that patents for impr ovements in wheels hav e been far more n u merous in America than in E ngland .

Light wheels are essentially American , but for their heavier carriages builders in the States use w heels on much the s a me plan as E nglish carriage builders . The bicycle w heel was first applied to a carriage

1 8 8 1 about the year , if we may accept as proof reference in a trade j ournal of that “ year to a novelty in the shape o f a light description of gig hung on bicycle wheels o n the tension principle . These wheels have

u - since been sed in four wheeled carriages ,

’ the London Co u p e Company s broughams are all mounted o n su ch wheels .

- I NDI A RUBBER TIRES .

w e From wheels , naturally turn to india

w rubber tires , consideration of hich involves reference to the use o f r u bber in other parts of a carriage in the endeavour to procure the result finally obtained by the rubber tire . 1 25

N o modern improvement in carriage building has done more to enhance our comfort th a n the application of india rubber to w heels in the form of tires . I t is not strictly correct to describe the rubber tire as

’1 a o a modern improvement , for so long g a s 1 8 6 the year 4 , the pneumatic tire , on the principle of that used to - day on the bicycle everywhere , and on carriages in France , was

n patented by a very able civil e gineer, named

’ w h o William Thomson , died some thirty years ago . Earlier than 1 846 the idea of using rubber to minimise the ja r and vibration of a

a carri ge occurred to M essrs . Walker and

M w h o 1 8 ills , in 4 3 , patented a method of setting the body of a vehicle on four inflated

a rubber cushions , one over e ch spring . Though these c u shions did much to absorb

so vibration , their lack of elasticity qualified their success that their u se was soon aban d o n ed.

1 8 2 I n the year 5 M r . U riah Scott patented a device whereby a band of india r u bber was placed inside the hub of the wheel and this w as superseded by a French

w as invention , which in its turn discarded in

’ favour of C o w b u r n s patent insulating rubber axle and spring box : it should be added 1 26

that M r . Scott followed up his first patented application o f india rubber by protecting a system o f tiring with india rubber w hich had been hardened by the chemical action of sulphur . The time , however , was not yet come for rubber tires to be generally

- adopted , even in the towns , wood paving

c being in omparatively little use . For many years co a ch m ake r s w ere o ce n pied i n devising the best method o f a pplying india rubber to the under works of carri ages in s u ch manner as to break the jar and / vibration cau sed by its passages over rough

o f 1 8 8 0 roads , but up to the beginning their t ingenuity was rewarded with lit le success . The substance was largely used in the constr u ction o f wheels but at the time men tio n ed (1 8 8 0 ) attention was centred o n the application o f rubber to the axle tree and

1 8 8 w e in 3 find that two improved axle trees ,

: one an American invention , were i n use each depended upon a rubber collar for its efficacy ; the American invention fitted the

a b o x collar inside the xle , encircling the arm of the axle : in the other the collar fitted roun d the square of the axle within the axle clips . “ r The M oss Wheel , o iginally produced h as the Moss spring w eel , was exhibited

1 28

’ Duri ng the two preceding years Car m o n t s patent h ad solved the diffic u lty of securing the rubber u pon the metal tire a n d the i m

the provement of the London streets , in

o f shape greatly extended wood paving , had brought the rubber tire into general use .

’ ar m o n t th e To M r . C we owe invention of steel channel , which carries the rubber tire , and the machinery for rolling it ; whereby the cumbersome appearance and difficulty o f a ttachment were largely overcome .

The cost of the rubber - tired wheel is admittedly greater than the wheel tired with

v s o iron or steel , but the ad antage gained is great that by 1 89 8 a private carriage without rubber tires was quite the exception , in London at all events ; and the majority of hansoms standing for hire in the streets were similarly equipped . The Shrewsbury and Talbot Company were the pioneers in thus applying the latest grea t improvement to hackney carriages . There is a great difference between the rubber tires first applied to carriages and those now used ; the present stage of ex cellen ce has only been attained by gradual “ w o n steps , the ired tire is perhaps the most popular , the tire is composed of pure rubber throughout , whereby the greatest

1 30

A"LES .

The Axles used in E n glish carriages are the Mail axle and that known as

’ ” C o lli n e s g , after the inventor , M r . J ohn

1 8 1 1 . Collinge , who patented it in the year “ M r . H ooper says , Since J ohn Collinge

1 8 1 1 brought out his patent on M arch 9 , , great improvements have been made . Whether axles are as perfectly made now as they w ere in the latter days of Collinge is doubtful ; many authorities say they are ’ o llin s not . C ge is the best finished and cleanest axle in use . The mail axle was

u that sed on the old stage coach , and was held the safest kind known . I t is case hardened with bolts on the nave and a cup on the front of the box to contain oil . Axles are made much lighter now than they were in former days , but breakages are seldom heard of an axle should simply bend

- f when the strain comes upon it . I an axle tree breaks bad workmanship is indicated . Axles with ball bea rings have been applied to carriages . but never with any degree of success . H inged axles to facilitate the turn ing of carriages were first invented by M r .

1 8 1 8 : R . . Ackermann of London , in M r

R i 1 8 0 . . ock , of H ast ngs , in 5 , and M r P 1 3 1

He r die A a 1 8 80 a , an merican , bout , p tented

’ improvements upon Ackermann s axle .

H inged a xles are unknown in present - day practical carriage building ; ease of turn ing is attained by the fifth w heel and where needful proper shaping of the carriage to allow the front w heel to go under it : as “ ” w in the arch , bet een the box of the brougham and the body .

SHAFTS .

Shafts for two - wheeled carriages are usually

w made of lance wood . For four heeled vehicles , elasticity and spring being less

n essential , tough E glish oak strengthened

a with iron pl tes is employed . Straight shafts have been made of hollow steel or wrought

A ll llz e Ye r iron t u bing . The writer in a

R ou n d 1 86 6 for , quoted on previous pages , referred to the substitution o f wrought - iron hollow tubes for wooden shafts as “ the ” greatest modern improvement , their greater

w strength , the ease with hich they could be shaped , and the fact that if broken they

a could not , like the wooden sh ft , spl inter

r t r ea . e and wound the horse , were the g commendations urged for them , and they appear to have been used only for four 1 32

wheeled carriages . H ollow steel shafts are

: light , strong and cheap the obj ection to them is that if accidentally bent they are difficult to straighten again . The invention of fulcrum shafts has been referred to in connection with the gig .

S PRINGS .

The varieties of S PRI N G in general use are

a few , singul rly few by comparison with the vast number of Springs which have been patented . M r . Wm . Philipson , in his prize essay on the S u spen si on of Ca r r i ag es written

1 8 8 in 9 , divides the springs in practical use

: 1 2 into three classes ( ) Simple forms , ( ) varieties , (3) combinations ; and we cannot do better than quote from his pages : “ — S I M PLE F O RM S . The Simplest form in

E lbow S r i n ordinary use is the p g . This is

a seldom found lone , but mostly in the com bination kno w n as the Tilbury and Five

Springs . When used alone it occurs in such places as the front of a Tilbury gig , connect

w ing the body ith the shafts .

The double form of elbow spring , known

G r ass/to er Hor i z on tal Ha l - elli ti c as the pp , , f p ,

Dou ble- elbow o r S IDE S PRI N G , is more gene rally used . The advantage o f this spring

1 34 the old Cee springs is due to the swinging

a of the four leather braces , rather th n to the springs themselves . I n fact , the Cee springs are generally made so stiff that they play very little . After warning coachbuilders against copy ing the Cee as the ideal form of spring , and

n e w passing reference to certain forms , M r . Philipson proceeds “ B 1 A T N — Co M N 10 s . The simplest combina tion , known as the Telegraph or Platform

Spring, consists of four grasshopper springs ,

o n tw o two being put the sides , and across , the side and cross springs being connected

a f by me ns o cross shackles . The cross Springs a r e fix ed to th e body and carry the weight direct , and the side springs are fixed to the axle and carry the weight through the

Other springs . The advantage of this combin a tion over two ordinary elliptic springs , in which we

' h a ve the body removed to the same extent from the shock and jerk of the

a w wheels , is that it is easier and llo s of

T a more Side s w ay . his extra sw y motion of platform springs is very aw k w ard and dangerous when the front carriage is locked

a round , the body being apt to sw y too much

a n d on the side to which the lock is turned , 1 35 to cause the carriage to overturn if care is

n o t ta ken .

u This fault , however , does not m ch affect four - i n - h a nd coaches and mail phae

tons , which are hung on three springs , as they generally have very little lock ; and the advantage that they possess over ellip tics of allowing the b ody to be hung nearer the ground , and therefore less top heavy , more

than counteracts it . Platform springs are generally used in gigs (which are then

S ta n no e - i n - known as p gigs), four hand

coaches , and mail phaetons ; they are also sometimes used at the back of a landau or omnibus . “ The combination of tnr ee grasshopper

springs , two side and one cross , is known

en n tt as the D e Spring . H ere the front ends of the two side springs are attached to

hin der en ds the body , and the , to the cross

spring . The action of this combination is

the same as the platform springs , but only

having three springs it is not so perfect . The system is found used in gigs (then

w Whi techa els kno n as Dennett gigs), p , dog

carts and hansoms , and also in some wagon

ettes and omnibuses . The combination of two elbow springs and a cross spring is known as the Ti lbu r y 1 36

r i n Sp g . The elbow springs are fixed to

a the body , and carry the le d to the cross spring , which is fixed to the carriage part .

This combination is not complete in itself. I t is generally used in connection with two elbow springs , as in the Tilbury gig ; or with a perch , as in the case of a mail phaeton , or the brougham shown by M r . F . M ulliner , of Liverpool , at the I nventions Exhibition . I n this combination we have the perfect working of both the elbows and cross springs ; and for a perch carriage it must

- be easier than the Cee shaped spring, in f which only part o the spring works . “ The co m bination known as F i ve Sp r i ng s is more used than any other . I t consists of two elbow springs and a cross spring , which carry the weight from the body and convey it to the ends of two grasshopper or side

Springs fixed to the axle . The action of this combi nation is almost the same as the plat form springs . “ Several other combinations are used in different localities , but these are unim portant .

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