CARRIAGES & COACHES

BY THE SAME AUTHOR

BIOGRAPHICAL
ROBERT DODSLEY: POET, PUBLISHER AND PLAYWRIGHT
JOHN BASKERVILLE: A MEMOIR [with R. K. Dent]

NOVELS
THE PRISON WITHOUT A WALL
THE SCANDALOUS MR. WALDO
THE LITTLE GOD’S DRUM
THE MAN APART

PAMPHLETS
THE DUST WHICH IS GOD
5000 A.D.

PRINTED BY
WILLIAM BRENDON AND SON, LTD.
PLYMOUTH

To
B. S. S.

Contents

List of Illustrations

Preface

I AM not a coachbuilder. Though such a pronouncement will seem entirely superfluous to any coachbuilder who reads the following pages, it is not perhaps a wholly unnecessary remark. For, with one or two exceptions, such books upon the evolution or structure of vehicles as have been written have been the work of industrious coachbuilders. And I have not the least doubt that they are eminently the fit and proper folk to carry out any such task. It is a melancholy fact, however, that useful though these books may be to coachbuilders, they lack, again with one or two exceptions, any general interest to the layman. The language in which they are written is, to say the least, peculiar, and the authors have obviously had small training in the art of book-making. On the other hand, there is a whole library of books dealing with the old stage and mail coaches, with all the romance and adventure of the roads, packed with delightful anecdotes and personal reminiscences. But such books hardly touch upon the structure of the coaches themselves, and, so far as I know, there is no book entirely devoted to a non-technical description of carriages in general, based upon a chronological arrangement.

The nearest approach to such a book is Mr. G. A. Thrupp’s The History of Coaches, published in 1877, a meritorious undertaking from which I have freely quoted. Here, however, there are numerous gaps which I have endeavoured to fill, and the various lectures from which it was composed do not fit together so aptly as might be. As a whole, it is diffuse. Sir Walter Gilbey’s two books, Early Carriages and Roads and Modern Carriages, have also been of great assistance, but here, too, the ground covered is not so large as in the following pages. Other pamphlets and small books have appeared in this country, but seemingly owe a great deal of their information to Mr. Thrupp’s work. Indeed, I notice that some of the authors have been almost criminally forgetful of their inverted commas. For purely technical details there are, of course, many books and trade papers to consult; but with these I have not been concerned.

In the present book there are, indeed, large gaps, and it is not to be taken either as a manual of the art of coach-building or as a history of locomotion. It is merely a book about carriages, in which particular regard has been paid to chronological sequence, and particular attention to such individual carriages as have at all withstood the test of social history. And it is written by a layman who, until he enquired into the subject, had never looked at a carriage with any particular emotion. The result of his labours, therefore, is not meant for the expert, but for the general reader, who may have pondered over the various vehicles he has seen, and idly wondered how they may have been evolved.

Where possible, I have endeavoured to quote from contemporary authors and documents. Most of such quotations are now included in a carriage book for the first time.

I wish to thank the various publishers and authors who have given me permission to reprint illustrations of carriages in books published or written by them. Also I am obliged to Messrs. Maggs Bros., the well-known booksellers, for permission to photograph a rare print entitled The Carriage Match, in their possession.

RALPH STRAUS.

Badminton Club, August, 1912.

Chapter the First

THE PRIMITIVE VEHICLE

IT has been suggested that although in a generality of cases nature has forestalled the ingenious mechanician, man for his wheel has had to evolve an apparatus which has no counterpart in his primitive environment—in other words, that there is nothing in nature which corresponds to the wheel. Yet even the most superficial inquiry into the nature of the earliest vehicles must do much to refute such a suggestion. Primitive wheels were simply thick logs cut from a tree-trunk, probably for firewood. At some time or another these logs must have rolled of their own accord from a higher to a lower piece of ground, and from man’s observation of this simple phenomenon must have come the first idea of a wheel. If a round object could roll of its own accord, it could also be made to roll.

Yet it is to be noticed that the earliest methods of locomotion, other than those purely muscular, such as walking and riding, knew nothing of wheels. Such methods depended primarily upon the enormously significant discovery that a man could drag a heavier weight than he could carry, and what applied to a man also applied to a beast. Possibly such discovery followed on the mere observation of objects being carried down the stream of some river, and perhaps a rudely constructed raft should be considered to be the earliest form of vehicle. From the raft proper to a raft to be used upon land was but a step, and the first land vehicle, whenever or wherever it was made, assuredly took a form which to this day is in common use in some countries. This was the sledge. On a sledge heavy loads could be dragged over the ground, and experience sooner or later must have shown what was the best form of apparatus for such work. As so often happens, moreover, in mechanical contrivances, the earliest sledge of which there is record—a sculptured representation in an Egyptian temple—bears a remarkable resemblance to those in use at the present time.1 Then, as now, men used two long runners with upturned ends in front and cross-pieces to unite them and bear the load. Such sledges were largely used to convey the huge stones with which the Egyptians raised their solemn masses of masonry and, incidentally, also as a hearse. In time, however, it was found that better results were obtained by the use of another and rather more complicated apparatus which had for its chief component—a wheel. This second discovery that to roll a burden proved an easier task than to drag it was fraught with such tremendous consequences as altered the entire history of the world.

It remained to find a better fulcrum than that afforded by the rough turf over which such logs, when burdened, were rolled. What probably followed is well described by Bridges Adams.2 “The next process,” he thinks, “would naturally be that of cutting a hole through the roller in which to insert the lever. The convenience of several holes in the circumference of the roller would then become apparent, and there would be formed an embryo wheel nave. It could not fail to be remarked also, that the larger the roller, the greater the facility for turning it, and consequently the greater the load that could be borne upon it.” Owing to the difficulty of using such large logs, he goes on to suggest, a time would come when it was found that a roller need not bear upon the ground throughout its length, but only at its extremities. So from the single roller would be evolved two rough wheels joined by a beam, square at first though afterwards rounded, upon which could be fixed a frame for the load.

Such axle and wheels would revolve together and keep the required position by means of pieces of wood which may be compared with the thole-pins of a boat. And it is a remarkable fact that until last century such primitive carts were in use in Portugal and parts of South America. The chief drawback to a vehicle of this kind is its inability to turn in a small space, and the pioneers, whoever they were, finally discovered the principle of the fixed axle-tree, the wheels revolving upon their own centre. So, “instead of fixing the cross-beam or axle in a square hole,” these pioneers “would contrive it to play easily in a round one of a conical form, that being the easiest form of adjustment.” Such a car as this, with solid wheels and a rude frame, was used by the Romans, and is still to be seen in parts of Chili. The next process in the evolution of the wheel doubtless followed upon the necessity of economising with large sections of wood, and there was finally invented a wheel made of three portions—a central pierced part, the nave, an outside circular piece, the rim or felloe, and two or more cross-pieces, joining the two, the spokes. Of these the felloes would tend to wear soonest, and a double set would be applied to the spokes, as was the case until recently in the ox-carts of the Pampas, or barcos de tierra, as they were called by the natives.

And indeed, the first carriages of which we have particular information, the chariots of the Egyptians and their neighbours, differ essentially from such primitive carts only in the delicacy and ornamentation of the carriage body.

Various vehicles are mentioned in the Bible, though one must be chary of differentiating between them merely because the translators have given them different names. Both waggons and chariots are mentioned in Genesis. Jacob’s family were sent to him in a waggon. Joseph rode in the second chariot of Pharaoh as a particular mark of favour. At the time of the Exodus, war-chariots formed an important part of the Egyptian army, and indeed, right through the various dynasties, there is an almost continuous mention of their use.3 “The deft craftsmen of Egypt,” says Breasted,4 “soon mastered the art of chariot-making, and the stables of the Pharaoh contained thousands of the best horses to be had in Asia.” About 1500 B.C. Thutmose III went forth to battle in “a glittering chariot of electrum.” He slew the enemy’s leader, and took captive their princes and “their chariots, wrought with gold, bound to their horses.” These barbarians also had “chariots of silver,” though this probably means that they were built of wood and strengthened or decorated with silver. At the dissolution of the Empire the Hittites had increased wonderfully in power, and it is told of them that they excelled all other nations in the art of chariotry. The Hittite chariot was larger and more heavily built than that of the Egyptians, as it bore three men, driver, bowman, and shield-bearer, while the Egyptian was satisfied with two. The enormous number of chariots used in warfare is shown by the fact that in the fourteenth century before Christ, when the Egyptians defeated the Syrians at Megiddo, nearly a thousand were captured, and against Ramses II the Hittites put no less than 2500 into the field.

“The Egyptian chariots,” says H. A. White,5 “were of light and simple construction, the material employed being wood, as is proved by sculptures representing the manufacture of chariots. The axle was set far back, and the bottom of the car, which rested on this and on the pole, was sometimes formed of a frame interlaced with a network of thongs or ropes. The chariot was entirely open behind and for the greater part of the sides, which were formed by a curved rail rising from each side of the back of the base, and resting on a wooden upright above the pole in front. From this rail, which was strengthened by leather thongs, a bow-case of leather, often richly ornamented, hung on the right-hand side, slanting forwards; while the quiver and spear cases inclined in the opposite direction. The wheels, which were fastened on the axle by a linch-pin secured with a short thong, had six spokes in the case of war chariots, but in private vehicles sometimes only four.6 The pole sloped upwards, and to the end of it a curved yoke was attached. A small saddle at each end of the yoke rested on the withers of the horses, and was secured in its place by breast-band and girth. No traces are to be seen. The bridle was often ornamented; a bearing-rein was fastened to the saddle, and the other reins passed through a ring at the side of this. The number of horses to a chariot seems always to have been two; and in the car, which contained no seat, only rarely are more than two persons depicted, except in triumphal processions.

Assyrian Chariot
(From Smith’s “Concise History of English Carriages”)

“Assyrian chariots did not differ in any essential points from the Egyptian.7 They were, however, completely panelled at the sides, and a shield was sometimes hung at the back. The wheels had six, or, at a later period, eight spokes; the felloes were broad, and seem to have been formed of three distinct circles of wood, sometimes surrounded by a metal tyre. While only two horses were attached to the yokes, in the older monuments a third horse is generally to be seen, which was probably used as a reserve. The later chariots are square in front, not rounded; the car itself is larger and higher; the cases for the weapons are placed in front, not at the side; and only two horses are used. The harness differs somewhat from the Egyptian. A broad collar passes round the neck, from which hangs a breast ornament, the whole being secured by a triple strap under the belly of the horse. As in Egypt there are no traces visible; two driving-reins are attached to each horse, but the bearing-rein seems to be unknown. In addition to the warrior and the charioteer, we often see a third man who bears a shield; and a fourth occupant of the chariot sometimes appears.

“The Hittite chariots, as represented on Egyptian monuments, regularly contain three warriors. In construction they are plainer and more solid than the Egyptian, and the sides are not open. The chariots on Persian sculptures closely resemble the Assyrian.”

There is still preserved in the Archæological Museum at Florence an Egyptian chariot, a light, simple, two-wheeled affair with a single shaft and four spokes to the wheels. From the number of spokes it may be supposed that this particular chariot was not used in war. In New York, too, there is preserved the wheel of an Egyptian chariot found at Dashour. The particulars of this bear out Mr. White’s description. The wheel itself is three feet high, with a long axle arm, six spokes, tapering towards the felloe, and a double rim. “The six inner felloes do not meet as in modern wheels,” says Thrupp,8 “but are spliced one over the other, with an overlap of three inches.”

Artificial roads seem to have existed at an early period in Palestine, but the country was hardly suitable for vehicles, and one first hears of waggons in the flatter wastes of Egypt and the level plains of Philistia. Agricultural carts these were, though no doubt early used for passenger traffic. Some of these carts were most probably covered, though no coverings seem to have been fixed to the chariots. The Assyrians, however, occasionally took into their private chariots an attendant, who was provided with a covering shaped somewhat like a modern umbrella. This covering was held over the owner’s head, and was sometimes provided with a curtain which hung down at the back.

Details of the private carriages in use during these Biblical times filter through the chronicles. In Syria the merchants despatched by Solomon to buy chariots had to pay 600 shekels each for them. Solomon in his quest for luxury seems to have been the first man to build a more elaborate car than satisfied his contemporaries. One to be used on state occasions was built of cedar wood and had “pillars of gold.” Probably it was some form of litter. The number of private cars was increasing enormously in all these Eastern cities. The prophet Nahum in lamenting the future woes of Nineveh speaks of “the noise of the whip, and the noise of the rattling of the wheels, and of the prancing horses, and of the jumping chariots,” which will no longer bear witness to the city’s prosperity. The absence of wide roads, however, militated against great changes of form in the carriages, which maintained their simple shape until many centuries later.

The war-chariot (ἄρμα or δίφρος) of the early Greeks was curved in front, and loftier than that of the Egyptians. The entrance was at the back. It was never covered, but frequently bore a curious basket-like arrangement, the πείρινς, upon or in which two people could sit. The ἄντυξ, or rim, in most cases ran round the three sides of the body, but occasionally there was only a curved barrier in front. The body itself was often strengthened by a trellis-work of strips of light wood or metal. The barrier was of varying height; in some chariots it did not reach above the driver’s knee; in others it came up to his waist, but in war-chariots never higher than that. The axle was of oak, ash, elm, or even of iron, and precious metals, according to the legend, were used for the chariots of the gods. So of Juno’s car we read:—

The last line suggests an innovation which was certainly not followed for some considerable time.

The chariot in general was about seven feet long, and could be lifted by a strong man like Diomed. Indeed, it could be driven over the bodies of dead warriors. The pole sloped sharply upwards, and sometimes ended in the head of a bird or animal. It emerged either from the floor of the car or from the axle. Towards its end the yoke for the horses was fastened about a pin fixed into it. Though the Lydians used chariots with two or even three poles, the Greeks never had more than one; and as with the Egyptians, there were no traces. If the pole broke, the horses must have dashed away with part of it, leaving the chariot at a standstill. Occasionally, too, a third horse was used, upon which sat a postilion.

At a later period several Grecian carriages were in common use, though not in warfare. Representations of such cars are to be found on the Elgin Marbles. And, as was the case a dozen or more centuries afterwards, the carriage became the outward sign of luxury. It invariably appeared in the state processions, and was made the receptacle for the most gorgeous ornamentation. Gold, ebony, copper, ivory, and white lead were all used for this purpose, while the interiors of the cars were made comfortable with soft cushions and fine tapestries. They appeared, too, in great numbers at the famous chariot races, at which four or more horses were driven abreast. Often the same man was rich enough to possess more than one carriage. So we read of Xerxes changing from his ἄρμα to his ἁρμάμαξα, or state-carriage, at the end of a march. Besides these, there were also the ἀπήνη, a kind of family sociable, the ἅμαξα, a waggon, the κάναθρον, and the φορεῖον, or litter.

The ἁρμάμαξα was a large four-wheeled waggon, enclosed by curtains and provided with a καμάρα or roof. Four or more horses were required to draw it. It was so large that a person could lie in it at full length, and, indeed, on many occasions it acted the part of a hearse. By far the most extraordinary hearse ever built was a ἁρμάμαξα used to convey the body of Alexander the Great—himself the possessor of numerous carriages—from Babylon to Alexandria.

“It was prepared,” says Thrupp, “during two years, and was designed by the celebrated architect and engineer Hieronymus. It was 18 feet long and 12 feet wide, on four massive wheels, and drawn by sixty-four mules, eight abreast. The car was composed of a platform with a lofty roof supported by eighteen columns, and was profusely adorned with drapery and gold and jewels; round the edge of the roof was a row of golden bells; in the centre was a throne, and before it the coffin; around were placed the weapons of war and the arms that Alexander had used.”

The ἁρμάμαξα was also largely used by the ladies of Greece, who when they drove forth were careful to see that the curtains completely enclosed them. The ἅμαξα, also a four-wheeled waggon, was probably similar to the ἁρμάμαξα, though built upon a less imposing scale. The ἀπήνη was a still lighter carriage. It is described by Herodotus, and seems to have been a covered vehicle surrounded by silken curtains which could be pulled back when required. Its interior was generally furnished with cushions of goat leather. Two wheels were more frequent, but four were sometimes found. It was said that Timoleon, an old blind man, drove upon one occasion into the senate house and delivered a speech from his ἀπήνη. In some cases a two-wheeled carriage of this kind was not furnished with curtains, but enclosed in an oval-shaped covering of basket-work. Hesiod objected to such a conveyance because of its inability to keep out the dust. Little is known of the κάναθρον, but it was a Laconian car made of wood, with an arched, plaited covering, used chiefly by women. Doubtless it was little different from the ἀπήνη.

Coming to the Romans, we find a far greater variety of vehicles, though the descriptions that have come down are meagre and not particularly distinctive. That the Romans early realised the enormous importance, both military and otherwise, of carriages, is shown by their amazing roads. Such roads had never before been constructed. They were, says Gibbon, “accurately divided by milestones, and ran in a direct line from one city to another, with very little respect for the obstacles, either of nature or private property. Mountains were perforated, and bold arches thrown over the broadest and most rapid streams. The middle part of the road was raised into a terrace, which commanded the adjacent country, consisted of several layers of sand, gravel, and cement, and was paved with large stones, or, in some places near the capital, with granite.” Probably the most famous of these roads was the Appian Way, connecting Rome with Capua. It was wide enough, according to Procopius, who marched along it in the sixth century, for two chariots to pass one another without inconvenience or delay, a matter certainly not possible, for instance, in most of the Eastern cities at that time. And so, with the finest engineers the world had seen linking up various cities, cross-country travelling in a carriage, from being well-nigh impossible, became comparatively easy. Gibbon mentions in this connection the surprising feat of one Cæsarius, who journeyed from Antioch to Constantinople, a distance of 665 miles, in six days.

The Roman war-chariot, or currus, was practically the same as the Greek ἄρμα, though certain modifications were introduced. More than two horses were driven, and from their number came several words, such as sejugis, octojugis, and decemjugis, which sufficiently explain themselves. It appears, moreover, that the currus was occasionally driven by four horses without either pole or yoke, and it has been suggested that in such a case the driver probably stopped the car by bearing all his weight on to the back of the body, so that its floor would touch the ground, thus forming a primitive brake. Besides the currus, and even before their marvellous roads had been laid down, the Romans possessed other cars. The earliest of these seems to have been a long, covered, four-wheeled waggon, called arcera, which was mainly used to carry infirm or very old people. In this the driver sat on a seat in front of the body, and drove two horses abreast. Though the most ancient of the Roman carriages, the arcera, as seen on monuments, has a very modern appearance. In more luxurious times the lectica, a large litter, seems to have led to its gradual extinction.

The essedum, at one time very popular in Italy, was brought in the first place to Rome by Julius Cæsar. It was the war-chariot of the Britons, and was entirely unlike the Roman or Egyptian cars. The wheels were much larger, the entrance was in front and not at the back, there was a seat, and the pole, instead of running up to the horses’ necks, remained horizontal, and was so wide that the driver could step along it. The British charioteers could drive their cars at a very great rate, and were exceedingly agile on the flat pole, from the extremity of which they threw their missiles. The cars were purposely made as noisy as possible to strike dismay into the enemy’s lines. At times the wheels were furnished with scythes, which projected from the axle-tree ends, and helped to maim those unfortunate enough to be run down.9 Cicero, hearing good opinions of it, besought a friend to bring him a good pattern from Britain, and took occasion to add that the chariot was the only pleasing thing which that benighted country produced. The essedum speedily became popular in Rome, though not as an engine of war. Decorated and constructed of fine materials, it was the fashionable pleasure carriage. Curiously enough, however, the seat which had been so conspicuous a feature of the chariot in its native place was not used in Rome. The owner drove the essedum himself, and yoked two horses to the pole. There was some opposition to its use on the grounds of undue luxury, and a tribune who rode abroad in one was on that account considered effeminate. Seneca put the esseda deaurata amongst things quæ matronarum usibus necessaria sint. Emperors and generals used them as travelling carriages, and they were to be hired at regular posting-stations. A somewhat similar carriage, the covinus, was also in use in various countries at this date. This was covered in except in front; like the essedum, it had no seat for the driver, and in times of war it seems to have had scythes attached to the axle in the British fashion. Little, however, is known of it, and it may be dismissed here with a mere mention of its existence.