COACH-MAKING is a combination of crafts, such as are very rarely united in one calling or trade. The technical names of those composing the different branches are, body-makers, carriage-makers, wheelers, spring-makers, axle-makers, smiths, trimmers, &c. Painting is an important part of the business; and those professing it are divided into body, carriage, and heraldry or ornamental painters. These classes of workmen have each their own department in the construction of a coach, and none of them can be dispensed with. Under the general head of coach-making a great variety of different kinds of vehicles are produced, such as close coaches, landaus, landaulets, chariots, phaetons, briskeys, gigs, &c.; of the three kinds last named, there are almost infinite varieties, both with regard to construction and the manner of finishing. The fashion with respect to these is about as fluctuating and mutable as that of dress. One thing is certain, however, that in neatness and general utility the vehicles of the present day are superior to those of any former period.
Within the last ten years or so a great revolution has taken place in regard to coach-making. For a few years before that period, coach-makers could not get their coach-
es made short enough in the carriage, nor small enough in the body, from the false notion, that being lighter, and easier drawn, they would answer the purpose better. There can be no doubt that they were lighter, and probably easier drawn, but it has been proved that shortness in the carriage not only makes them harder to ride in, but also harder on the axles and springs, thus rendering them more apt to break down.
Noblemen's and gentlemen's carriages are now, however, made a great deal larger in the body; the carriages themselves are also longer, and the wheels not so high as those in use formerly. Coaches may be divided into two classes, namely, gentlemen's carriages, to which the above remarks refer, and road coaches. If a revolution has taken place in regard to the former, much more has it done so in regard to the latter. A few years ago road-coaches were made to weigh at least twenty or twenty-five cwts., and often more, and were then constantly breaking down. They were generally drawn by four horses, and carried, we believe, sixteen passengers, besides driver and guard, the driver changing every stage. Now they are constructed so as not to exceed twelve or fourteen cwts., and are drawn by two horses, carry thirteen passengers, and travel in about one third less time without changing the driver, unless the coach travels more than four or five stages. A broken down road-coach is now a thing rarely heard of; and, except the mail, they in general have no guard. Nay, more; while under the old system, they were not only high set upon their carriages, but the outside passengers and luggage were almost exclusively placed upon the top, and consequently they were easily overset; while on the present system the bodies are placed low, and the luggage deposited in large masses before and behind the vehicle. Above these sit the outside passengers; so that the whole load, instead of top weight as before, acts as ballast to prevent the carriage from oversetting, and hence the few coach accidents of late, in comparison with those which used to occur under the old system. It is proper to observe, however, that the great improvement in road-making has in no small degree contributed to the safety and convenience of travelling.
The principal part of the coach-making business depends chiefly on the selection of the materials for the construction of the work; and the first, and not the least in importance, is the stock of wood. It requires a good deal of experience to apportion this article so as to apply the different kinds of it to that part of the work for which it is the best adapted. Ash is the kind of wood commonly used in the frame-work both of body and carriage; and the quality best suited for body wood is that of a mild and free nature, while for the carriage the wood cannot be too strong or robust. Full-grown wood is best suited for both purposes, because young wood, although of a tough nature, is found from experience to fail sooner, and not to last so long as full-grown timber. But in all cases it must be cut into planks before the log gets into a state of decay after being felled. The planks must also be allowed to lie until they are properly seasoned.
After the frame-work is made, the lower part of the body is panelled up with bay mahogany of the softest kind. As the panels have to be bent into peculiar shapes, hard mahogany will not answer the purpose. Close coaches or chariots are covered on the roof and upper quarters with leather dressed without grease, so as to receive the painting; whilst the roof and upper quarters of landaus and landaulets are, in order to afford facilities for opening, covered with leather properly dressed in oil, and blackened by the currier upon the grain side, so as not to require the help of the painter; but to keep it in this pliable state it requires the constant care of the coachman. The kinds
Coach II
Coak.
of wood generally applied to coach-wheel making are elm for the naves, oak for the spokes, and ash for the felloes; but beech felloes are often used; and it is the opinion of the writer, formed upon experience, that beech, when cut into felloes from the log shortly after it is felled, and kept until these become dry before being put upon wheels, is decidedly the best. Indeed nothing but properly seasoned wood can be applied to any purpose in the construction of a coach.
A great improvement has of late years been introduced into the making of coach-springs, from the quality of steel used in their construction. Formerly nothing was used but German steel, which from its hardness was more apt to snap than the English steel now employed for that purpose. The latter, with superior elasticity, combines a strength that enables the spring-maker to fabricate his springs at least one third lighter than formerly, while they stand equal fatigue, with less risk of breaking. Although axles are at present in a high state of perfection, yet no material improvements have been made upon them for these twenty or twenty-five years. The kinds of axles now chiefly used are the common or plain axle, the mail-coach patent, and the Collinge patent, which last, when properly executed, is found to be the best for retaining the oil, as they are generally found to be in good order in this respect after having performed a journey of 500 or 600 miles. The iron mounting of coach-work requires the skill of most experienced smiths; for, besides the solidity required, a considerable degree of taste to form the shapes and sets of the different parts is necessary. No branch of the coach-making business contributes more to the elegance of the vehicle than that of the painter. His colours must be of the best quality, and unadulterated, as they have to stand exposure in all weathers. The varnish used is made from gum, and is called copal varnish, of which there are two kinds, the finest being used for finishing the body, and the second for finishing the carriage. Heraldry painting is a very fine art, and requires a knowledge of heraldry, combined with considerable practice, before perfection can be attained. The business of the trimmer is to make and put in the linings, mount the coachman's seat, steps, &c., and put on the leather work, beading, &c. Coaches built in London are reputed the most perfect of their kind of any in the world.