If by this name we are to understand every kind of covered carriage in which one can with convenience travel, there is no doubt that some of them were known to the ancients. The arcera, of which mention is made in the twelve tables, was a covered carriage used by sick and infirm persons150. It appears to have been employed earlier than the soft lectica, and by it to have been brought into disuse. A later invention is the carpentum, the form of which may be seen on antique coins, where it is represented as a two-wheeled car with an arched covering, and which was sometimes hung with costly cloth151. Still later were introduced the carrucÆ, first mentioned by Pliny; but so little is known of them, that antiquaries are uncertain whether they had only one wheel, like our wheelbarrows, or, as is more probable, four wheels. This much, however, is known, that they were first-rate vehicles, ornamented with gold and precious stones, and that the Romans considered it as an honour to ride in those that were remarkably high152. In the Theodosian code the use of them is not only allowed to civil and military officers of the first rank, but commanded as a mark of their dignity153. After this, covered carriages seem more and more to have become appendages of Roman pomp and magnificence; but the manner of thinking which prevailed under the feudal system banished the use of them for some time. As it was of the greatest importance to the feudal lords that their vassals should be always able to serve them on horseback, they could not think of indulging them with elegant carriages. They foresaw that by such luxury the nobility would give over riding on horseback, and become much more indolent and less fit for military service. Masters and servants, husbands and wives, clergy and laity, all rode upon horses or mules, and sometimes women and monks upon she-asses, which they found more convenient. The minister rode to court, and the horse, without any conductor, returned alone to his stable, till a servant carried him back to court to fetch his master. In this manner the magistrates of the imperial cities rode to council in the beginning of the sixteenth century; so that in the year 1502 steps to assist in mounting were erected by the Roman gate at Frankfort154. The members of the council who, at the diet and on other occasions, were employed as ambassadors, were on this account called Rittmeister; and even at present the expression riding servant is preserved in some of the imperial cities. The public entry of great lords into any place, or their departure from it, was never in a carriage, but on horseback; and in all the works which speak of the papal ceremonies there is no mention of a state coach or body coachmen, but of state horses or state mules. It was necessary that a horse for his holiness should be of a gray colour; not mettlesome however, but a quiet, tractable nag; that a stool with three steps should be brought to assist him to mount, and the emperor and kings, if present, were obliged to hold his stirrup and to lead the horse155, &c. Bishops made their public entrance on horses or asses richly decorated156. At the coronation of the emperor, the electors and principal officers of the empire were ordered to make their entrance on horses, and to perform their service on horseback157. Formerly it was requisite that those who received an investiture should make their appearance on horseback: the vassal was obliged to ride with two attendants to his lord’s court, where, having dismounted from his horse, he received his fief.

Covered carriages were known in the beginning of the sixteenth century; but they were used only by women of the first rank, for the men thought it disgraceful to ride in them. At that period, when the electors and princes did not choose to be present at the meetings of the states, they excused themselves by informing the emperor that their health would not permit them to ride on horseback; and it was considered as an established point, that it was unbecoming for them to ride like women158. What, according to the then prevailing ideas, was not allowed to princes, was much less permitted to their servants. In the year 1544, when Count Wolf of Barby was summoned by John Frederic, elector of Saxony, to go to Spires to attend the convention of the states assembled there, he requested leave, on account of his ill state of health, to make use of a close carriage with four horses. When the counts and nobility were invited to the marriage solemnity of the elector’s half brother, duke John Ernest, the invitation was accompanied with a memorandum, that such dresses of ceremony as they might be desirous of taking with them should be transported in a small waggon159. Had they been expected in coaches, such a memorandum would have been superfluous. The use of covered carriages was for a long time forbidden even to women. In the year 1545 the wife of a certain duke obtained from him, with great difficulty, permission to use a covered carriage in a journey to the baths, in which however much pomp was displayed, but with this express stipulation, that her attendants should not have the same indulgence160. It is nevertheless certain, that the emperor, kings and princes, about the end of the fifteenth century, began to employ covered carriages on journeys, and afterwards on public solemnities.

In the year 1474 the emperor Frederic III. came to Frankfort in a close carriage; and as he remained in it on account of the wetness of the weather, the inhabitants had no occasion to support the canopy which was held over him, but while he went to the council-house, and again returned. In the year following the emperor visited the same city in a very magnificent covered carriage. In the description of the splendid tournament held by Joachim, elector of Brandenburg, at Ruppin, in 1509, we read of a carriage gilt all over, which belonged to the electress; of twelve other coaches ornamented with crimson, and of another of the duchess of Mecklenburg, which was hung with red satin. At the coronation of the emperor Maximilian, in the year 1562, the elector of Cologne had twelve carriages. In 1594, when the margrave John Sigismund did homage at Warsaw on account of Prussia, he had in his train thirty-six coaches with six horses each161. Count Kevenhiller, speaking of the marriage of the emperor Ferdinand II. with a princess of Bavaria, says, “The bride rode with her sisters in a splendid carriage studded with gold; her maids of honour in carriages hung with black satin, and the rest of the ladies in neat leather carriages.” The same author mentions the entrance of Cardinal Dietrichstein into Vienna in 1611, and tells us that forty carriages went to meet him162. At the election of the emperor Matthias, the ambassador of Brandenburg had three coaches163. When the consort of that emperor made her public entrance, on her marriage in 1611, she rode in a carriage covered with perfumed leather. Mary, infanta of Spain, spouse of the emperor Ferdinand III., rode, in Carinthia, in 1631, in a glass carriage in which no more than two persons could sit. The wedding carriage of the first wife of the emperor Leopold, who was also a Spanish princess, cost together with the harness 38,000 florins164. The coaches used by that emperor are thus described by Rink:—“In the imperial coaches no great magnificence was to be seen: they were covered over with red cloth and black nails. The harness was black, and in the whole work there was no gold. The pannels were of glass, and on this account they were called the imperial glass coaches. On festivals the harness was ornamented with red silk fringes. The imperial coaches were distinguished only by their having leather traces; but the ladies in the imperial suite were obliged to be contented with carriages the traces of which were made of ropes.” At the magnificent court of duke Ernest Augustus at Hanover, there were, in the year 1681, fifty gilt coaches with six horses each165. So early did Hanover begin to surpass other cities in the number of its carriages. The first time that ambassadors appeared in coaches on a public solemnity was at the imperial commission held at Erfurth in 1613, respecting the affair of Juliers166.

The great lords at first imagined that they could suppress the use of coaches by prohibitions. In the archives of the county of Mark there is still preserved an edict, in which the feudal nobility and vassals are forbid the use of coaches, under pain of incurring the punishment of felony. In the year 1588, duke Julius of Brunswick published an order, couched in very expressive terms, by which his vassals were forbid to ride in carriages. This curious document is in substance as follows:—“As we know from ancient historians, from the annals of heroic, honourable and glorious achievements, and even by our own experience, that the respectable, steady, courageous and spirited Germans were heretofore so much celebrated among all nations on account of their manly virtue, sincerity, boldness, honesty and resolution, that their assistance was courted in war, and that in particular the people of this land, by their discipline and intrepidity, both within and without the kingdom, acquired so much celebrity, that foreign nations readily united with them; we have for some time past found, with great pain and uneasiness, that their useful discipline and skill in riding, in our electorate, county and lordship, have not only visibly declined, but have been almost lost (and no doubt other electors and princes have experienced the same among their nobility); and as the principal cause of this is that our vassals, servants and kinsmen, without distinction, young and old, have dared to give themselves up to indolence and to riding in coaches, and that few of them provide themselves with well-equipped riding horses and with skilful experienced servants, and boys acquainted with the roads: not being able to suffer any longer this neglect, and being desirous to revive the ancient Brunswick mode of riding, handed down and bequeathed to us by our forefathers, we hereby will and command, that all and each of our before-mentioned vassals, servants and kinsmen, of whatever rank or condition, shall always keep in readiness as many riding-horses as they are obliged to serve us with by their fief or alliance; and shall have in their service able, experienced servants, acquainted with the roads; and that they shall have as many horses as possible with polished steel harness and with saddles proper for carrying the necessary arms and accoutrements, so that they may appear with them when necessity requires. We also will and command our before-mentioned vassals and servants to take notice, that when we order them to assemble, either altogether or in part, in times of turbulence or to receive their fiefs, or when on other occasions they visit our court, they shall not travel or appear in coaches, but on their riding-horses, &c.”167 Philip II., duke of Pomerania-Stettin, reminded his vassals also, in 1608, that they ought not to make so much use of carriages as of horses168. All these orders and admonitions however were of no avail, and coaches became common all over Germany.

It would be difficult to give an exact description of these carriages without a figure, and drawings or paintings of them do not seem to be common.

In the month of October 1785, when I visited the senate-house at Bremen, I saw in the tax-chamber a view of the city, painted on the wall in oil colours, by John Landwehr, in 1661. On the left side of the fore-ground I observed a long quadrangular carriage, which did not appear to be suspended by leather straps. It was covered with a canopy supported by four pillars, but had no curtains, so that one could see all the persons who were in it. In the side there was a small door, and before there seemed to be a low seat, or perhaps a box. The coachman sat upon the horses. It was evident, from their dress, that the persons in it were burgomasters.

In the history of France we find many proofs that at Paris, in the fourteenth, fifteenth, and even sixteenth centuries, the French monarchs rode commonly on horses, the servants of the court on mules, and the princesses, together with the principal ladies, sometimes on asses. Persons of the first rank frequently sat behind their equerry, and the horse was often led by servants. When Charles VI. wished to see incognito the entrance of the queen, he placed himself on horseback behind Savoisy, who was his confidant, with whom, however, he was much incommoded in the crowd169. When Louis, duke of Orleans, that prince’s brother, was assassinated in 1407, the two ecuyers who accompanied him rode both upon the same horse170. In the year 1534, queen Eleonora and the princesses rode on white horses (des haquenÉes blanches) during a sacred festival. That private persons also, such as physicians, for example, used no carriages in the fifteenth century, is proved by the principal entrance to their public school, which was built in 1472, being so narrow that a carriage could not pass through it, though it was one of the widest at that period. In Paris also, at all the palaces and public buildings, there were steps for mounting on horseback, such as those which the parliament caused to be erected in 1599; and Sauval says on this occasion, that though many of these steps in latter periods had been taken away, there still remained several of them in his time at old buildings.

Carriages, however, appear to have been used very early in France. An ordinance of Philip the Fair, issued in 1294, for suppressing luxury, and in which the citizens’ wives are forbid to use carriages (cars), is still preserved171. Under Francis I., or about 1550, somewhat later, there were at Paris, for the first time, only three coaches, one of which belonged to the queen, another to Diana de Poictiers, the mistress of two kings, Francis I. and Henry II., by the latter of whom she was created duchess of Valentinois, and the third to RenÉ de Laval, lord of Bois-dauphin. The last was a corpulent unwieldy nobleman, who was not able to ride on horseback. Others say, that the first three coaches belonged to Catherine de Medici; Diana, duchess of AngoulÊme, the natural daughter of Henry II., who died in 1619, in the eightieth year of her age; and Christopher de Thou, first president of the parliament. The last was excused by the gout; but the rest of the ministers of state soon followed his example172. Henry IV. was assassinated in a coach; but he usually rode through the streets of Paris on horseback, and to provide against rain, carried a large cloak behind him. For himself and his queen he had only one coach; as appears by a letter still preserved, in which he writes to a friend, “I cannot wait upon you today, because my wife is using my coach173.” We, however, find two coaches at the public solemnity on the arrival of the Spanish ambassador, Don Peter de Toledo, under Henry IV.174 This contradiction is not worth further research; but it shows that all writers do not speak of the same kind of carriages or coaches, and that every improvement has formed as it were an epoch in the history of them, which perhaps would be best elucidated by figures or engravings.

Roubo, in his costly Treatise on joiners’ work175, has given three figures of such (chars) carriages as were used under Henry IV., from drawings preserved in the king’s library. By these it is seen that those coaches were not suspended by straps, that they had a canopy supported by ornamented pillars, and that the whole body was surrounded by curtains of stuff or leather, which could be drawn up. The coach in which Louis XIV. made his public entrance, about the middle of the seventeenth century, appears, from a drawing in the king’s library, to have been a suspended carriage.

The oldest carriages used by the ladies in England were known under the now-forgotten name of whirlicotes. When Richard II., towards the end of the fourteenth century, was obliged to fly before his rebellious subjects, he and all his followers were on horseback; his mother only, who was indisposed, rode in a carriage. This, however, became afterwards somewhat unfashionable, when that monarch’s queen, Ann, the daughter of the emperor Charles IV., showed the English ladies how gracefully and conveniently she could ride on a side-saddle. Whirlicotes therefore were disused, except at coronations and other public solemnities176. Coaches were first known in England about the year 1580, and, as Stow says, were introduced from Germany by Fitz-allen, earl of Arundel177. In the year 1598, when the English ambassador came to Scotland, he had a coach with him178. Anderson places the period when coaches began to be in common use, about the year 1605. The celebrated duke of Buckingham, the unworthy favourite of two kings, was the first person who rode with a coach and six horses, in 1619. To ridicule this new pomp, the earl of Northumberland put eight horses to his carriage.

Towards the end of the thirteenth century, when Charles of Anjou made his entrance into Naples, the queen rode in a carriage, called by historians caretta, the outside and inside of which were covered with sky-blue velvet, interspersed with golden lilies, a magnificence never before seen by the Neapolitans. At the entrance of Frederic II. into Padua, in the year 1239, it appears that there were no carriages, for the most elegantly dressed ladies who came to meet him were on palfreys ornamented with trappings (sedentes in phaleratis et ambulantibus palafredis). It is well known that the luxury of carriages spread from Naples all over Italy.

Coaches were seen for the first time in Spain in the year 1546. Such at least is the account of Twiss, who, according to his usual custom, says so without giving his authority179.

Towards the end of the sixteenth century, John of Finland, on his return from England, among other articles of luxury, brought with him to Sweden the first coach180. Before that period, the greatest lords in Sweden, when they travelled by land, carried their wives with them on horseback. The princesses even travelled in that manner, and, when it rained, took with them a mantle of wax-cloth.

It appears that there were elegant coaches in the capital of Russia so early as the beginning of the seventeenth century181.

But to what nation ought we to ascribe the invention of coaches? If under this name we comprehend covered carriages, these are so old as not to admit of any dispute respecting the question. To the following, however, one might expect an answer, Who first fell on the idea of suspending the body of the carriage from elastic springs, by which the whole machine has undoubtedly been much improved? To this question, however, I can find no answer, except the information before-mentioned, that suspended carriages were known in the time of Louis XIV.

As the name coach is now adopted, with a little variation, in all the European languages, some have thought to determine the country of this invention from the etymology of the word182. But even allowing that one could fix the origin of the word, it would by no means be ascertained what kind of a carriage we ought properly to understand by it. M. Cornides183 has lately endeavoured to prove that the word coach is of Hungarian extraction, and that it had its rise from a village in the province of Wieselburg, which at present is called Kitsee, but was known formerly by the name of Kotsee, and that this travelling machine was even there first invented. However this may be, the grounds on which he supports his assertion deserve to be here quoted, as they seem at least to prove that in the sixteenth century, or even earlier, a kind of covered carriages was known, under the name of Hungarian carriages184. As the word Gutschi, and not Gutsche, was used at first in Germany, the last syllable gives us reason to conjecture that it is rather of Hungarian than German extraction. As Hortleder185 tells us that Charles V., because he had the gout, laid himself to sleep in an Hungarian Gutsche, one might almost conclude that the peculiarity of these carriages consisted in their being so constructed as to admit people to sleep in them. This conjecture is supported by the meaning of the word Gutsche, which formerly signified a couch or sofa186. As the writers quoted by Cornides call the Hungarian coaches sometimes (leves) light, sometimes (veloces) swift, they ought rather to be considered as a particular kind of carriages for travelling with expedition. It is, however, still more worthy of remark, that, so early as the year 1457, the ambassador of Ladislaus V., king of Hungary and Bohemia, brought with him to the queen of France, besides other presents, a carriage which excited great wonder at Paris, and which, as an old historian says, was branlant et moult riche187. Does not the first word of this expression seem to indicate that the carriage was suspended?

A peculiar kind of coach has been introduced in latter times under the name of Berlin. The name indicates the place which gave birth to the invention, as the French themselves acknowledge; though some, with very little probability, wish to derive it from the Italian188. Philip de Chiese, a native of Piedmont, and descended from the Italian family of Chiesa, was a colonel and quarter-master-general in the service of Frederic William, elector of Brandenburg, by whom he was much esteemed on account of his knowledge in architecture. Being once sent to France on his master’s business, he caused to be built, on purpose for this journey, a carriage capable of containing two persons; which, in France and everywhere else, was much approved, and called a berline. This Philip de Chiese died at Berlin in 1673189.

Coaches have given rise to a profession which in large cities affords maintenance to a great number of people, and which is attended with much convenience; I mean that of letting out coaches for hire, known under the name of fiacres, hackney-coaches190. This originated in France; for about the year 1650 one Nicholas Sauvage first thought of keeping horses and carriages ready to be let out to those who might have occasion for them. The Parisians approved of and patronised this plan; and as Sauvage lived in the street St. Martin, in a house called the hÔtel St. Fiacre, the coaches, coachmen and proprietor, were called fiacres. In a little time this undertaking was improved by others, who obtained a license for their new institutions on paying a certain sum of money191. Some kept coaches ready in certain places of the streets, and let them out as long as was required, to go from one part of the city to another. These alone, at length, retained the name of fiacre, which at first was common to every kind of hired carriage without distinction. Others kept carriages at their houses, which they let out for a half or a whole day, a week, or a month: these coaches were known by the name of carosses de remise. Others kept carriages which at a certain stated time went from one quarter of the city to another, like a kind of stages, and took up such passengers as presented themselves; and in the year 1662 some persons set up carriages with four horses, for the purpose of conveying people to the different palaces at which the court might be; these were called voitures pour la suite de la cour. The proprietors often quarreled respecting the boundaries prescribed to them by their licenses; and on this account they were sometimes united into one company, and sometimes separated. The police established useful regulations, by which the safety and cleanliness of these carriages were promoted; marks were affixed to them, by which they might be known; and young persons and women of the town were forbidden to use them192, &c.

A particular kind of hackney carriage, peculiar to the Parisians, in the opinion of some does no great honour to their urbanity. I mean the brouettes, called sometimes roulettes, and by way of derision vinaigrettes. The body of these is almost like that of our sedans, but rolls upon two low wheels, and is dragged forwards by men. An attempt was made to introduce such machines under Louis XIII.; but the proprietors of the sedans prevented it, as they apprehended the ruin of their business. In the year 1669 they were however permitted, and came into common use in 1671, but were employed only by the common people. Dupin, the inventor of these brouettes, found means to contrive them so that they did not jolt so much as might have been expected; and he was able to conceal this art so well, that for a long time he was the only person who could make them193. The number of all the coaches at Paris is by some said to be fifteen thousand; the author of Tableau de Paris reckons the number of the hackney coaches to amount to eighteen hundred, and asserts that more than a hundred foot passengers lose their lives by them every year. Coaches to be let for hire were first established at London in 1625. At that time there were only twenty, which did not stand in the streets, but at the principal inns. Ten years after, however, they were become so numerous, that king Charles I. found it necessary to issue an order for limiting their number. In the year 1637 there were in London and Westminster fifty hackney coaches, for each of which no more than twelve horses were to be kept. In the year 1652 their number had increased to two hundred; in 1654 there were three hundred, for which six hundred horses were employed; in 1694 they were limited to seven hundred, and in 1715 to eight hundred194.

Hackney coaches were first established in Edinburgh in 1673. Their number was twenty; but as the situation of the city was unfavourable for carriages, it fell in 1752 to fourteen, and in 1778 to nine, and the number of sedans increased.

Fiacres were introduced at Warsaw, for the first time, in 1778. In Copenhagen there are a hundred hackney coaches195.

In Madrid there are from four to five thousand gentlemen’s carriages196; in Vienna three thousand, and two hundred hackney coaches.

At Amsterdam coaches with wheels were in the year 1663 forbidden, in order to save the expensive pavement of the streets; for coaches there, even in summer, are placed upon sledges, as those at Petersburgh are in winter. The tax upon carriages in Holland has from time to time been raised, yet the number has increased; and some years ago the coach horses in the Seven United Provinces amounted to twenty-five thousand.

When Prince Repnin made his entrance into Constantinople in 1775, he had with him eighty coaches, and two hundred livery servants.

[Since the former edition of this work, published in 1814, public conveyances have undergone considerable changes. Stage-coaches, which in this country had arrived at such a degree of perfection, and which, till within a few years, passed through and connected almost every small town in the United Kingdom, have now nearly disappeared in consequence of the introduction of railroads. It is also rare in London to meet with a solitary hackney coach, this class of vehicles being almost entirely superseded by the lighter one-horsed cabriolets which were first introduced as public conveyances in the year 1823. The number of hackney coaches and cabriolets now plying for hire in the streets of London amounts to 2650, of which probably not more than 250 are two-horsed coaches.

That very useful form of public conveyance, the omnibus, which is at present met with in nearly every large town in Europe, originated in Paris in 1827. In the latter part of 1831 and the beginning of 1832, omnibuses began to ply in the streets of London. Those running from Paddington to the Bank were the earliest. Carriages, however, of a similar form were used in England as Long Stages more than forty years ago, but were discontinued as they were not found profitable. They were in most request at holiday time, by schoolmasters in the neighbourhood of London; and some even of the present generation will remember their joyous pranks on journeying home in these capacious machines.

There are now about 900 omnibuses running in London and its immediate vicinity. The line from Paddington to the Bank is served by two companies, the London Conveyance Company, and the Paddington Association, which have mutually agreed to run forty omnibuses each. An idea of the utility of these conveyances may be formed from the fact that the receipts of each of the eighty carriages on the above line averages 1000l. per annum, in sixpences.

Omnibuses began to run in Amsterdam in 1839.]