Professional Documents
Culture Documents
Fig. 57.
It is desirable to direct attention to the proper horsing of carriages,
that the owners of carriages and horses may so adapt their plans as
to get the most satisfactory result from their arrangements. Not
unfrequently a carriage is ordered for one horse only; when it is
partly made, or perhaps finished, fittings are ordered for two horses;
and it sometimes happens that the two horses put to the light one-
horse carriage are coach-horses, between sixteen and seventeen
hands in height. Such horses, though well adapted to a family
carriage, are quite out of their place attached to a light one. Although
they can draw it at a good pace, and over almost any obstacle in the
road, and do their journey without fatigue, the carriage suffers
sooner or later. The lounging of such horses against a light pole, the
strain thrown on the pole in case of a horse tripping, the certain
breakage that must occur in case of a fall, and the risk of overturning
the carriage, should all be considered before putting a very light
carriage behind very large horses. It also sometimes happens that
miniature broughams and other very small carriages, built as light
and as slight as safety will allow, are afterwards used with a pair of
horses. In such cases, if accidents do not occur through the great
strain of a long pole acting as a lever on very light mechanism, the
parts become strained, do not work as they were intended to do, and
necessitate constant repair from not being adapted to the work put
upon them. Carriage owners should, in their own interest, have their
carriages and horses suited to what they ought and can undergo,
bearing in mind that there are advantages and disadvantages both
with heavy and light carriages. The former are easier and more
comfortable to ride in; they are safer for horses, drivers, and riders;
and the necessary repairs are less frequently required. The lighter
carriages follow the horses more easily, and can therefore do a
longer day’s journey; and, although the necessary repairs may come
more frequently, the saving of the horses may be an advantage that
many persons will consider of the utmost importance. Such light
carriages should, however, be made of the choicest materials and
workmanship, that they may do the work required of them.
A feature in the financial department of coach-making must not be
overlooked, as it has much influence on an important trade. In former
times a large proportion of the carriages were built to order for the
owners; the reverse is now the case; most persons select a finished
carriage which pleases their taste, or an advanced one, and get it
completed their favourite colour. This, of course, necessitates the
employment of a larger capital to meet the altered state of trade,
which now requires so large a stock of carriages to be kept ready for
use.
The excessive competition of recent years has so reduced the
profit on each carriage, that in order to carry on his business without
loss, the builder has to require a prompt payment from his customer
instead of giving a long credit.
The modern system enables the coach-builder to make his
purchases for ready money, and so buy not only better in quality but
at a less cost than for extended credit, in order that he might in his
turn give long credit to his customers, so that he is now obliged to
depend on small profits and quick returns by turning over his capital
more rapidly. He is not now, as much as in former times, the agent of
the persons who supply the materials that he and his workmen
convert into a carriage, but rather the designer, capitalist, and
director of those who seek his service or custom, whether to supply
labour or materials.
From the Government returns we find that carriages of all sorts
have increased from 60,000, in 1814, to 432,600 in 1874—a benefit
to the general population, it is clear, as well as to the workmen. In
1874, 125,000 carriages paid the Government duty.
The valuable library and fine series of photographs of state and
other carriages of the Coach and Coach Harness Makers’ Company
are open to coach artisans every Saturday afternoon. Tickets of
admission may be obtained at the principal coach-builders in
London.
In Calcutta there are several coach-builders of good reputation,
and who employ large numbers of native workmen. Messrs. Dyke
employ 600 hands; Messrs. Stewart and Co., 400; and Messrs.
Eastman, 300. The men are chiefly Hindoos, and are clever and
industrious, but have a singular habit of sitting down to their work.
Owing to the prejudices of the people in regard to the use of animal
fat, the labourers who have to use grease are chiefly
Mahommedans. The wages in the trade vary from sixpence to two
shillings per day.
“In Hindostan” (says Mr. Thrupp) “there are a large number of
vehicles of native build. It has been frequently remarked that there is
little change in Eastern fashions, that tools and workmen are
precisely as they were a thousand years ago, and the work they
produce is precisely the same. In examining, therefore, what is now
done by Indian coach-builders, we are probably noticing carriages of
a similar, if not identical, sort with those in use three thousand years
ago. The commonest cart in Hindostan is called ‘hackery’ by
Europeans; it is on two wheels, with a high axletree bed and a long
platform, frequently made of two bamboos which join in front and
form the pole, to which two oxen are yoked; the whole length is
united by smaller pieces of bamboo, tied together, not nailed. In
France two hundred years ago there was a similar cart, but the main