|Historic area of significance||UK|
|Area currently practised||UK|
|Origin in the UK|
|Current no. of professionals (main income)||6-10|
|Current no. of professionals (sideline to main income)
|Current no. of trainees||1-5 (see other information)|
|Current total no. serious amateur makers
|Current total no. of leisure makers
|Minimum no. of craftspeople required|
Traditional coachbuilding refers to the making of complete horse-drawn vehicles such as coaches and carriages (in contrast, contemporary coachbuilding refers to the making of the bodies of automobiles, and also to making such things as bespoke buses and horseboxes, and is not covered by this research).
Coach builders within England tended to follow the example of London designs closely as they were a fashionable commodity. Slight stylistic differences can sometimes be detected between Scottish and English patterns, and from country to country across the Continent. This would be true of artillery pieces as well, but in all areas of the trade, such as guns, carriages, farm vehicles, still more distinct differences exist across time.
- Coach trimming
- Whip making
Issues affecting the viability of the craft
- Market issues: The market for newly-built vehicles is small – primarily for private drivers and private collections. The wedding market is growing, but usually favours the cheaper Eastern European import.
- Market issues: the cost of restoration can be higher than the value of the vehicle, making it unviable.
- Foreign competition: The main threat is competition from Eastern Europeans, particularly Poland, making at very low cost – this has completely knocked the bottom out of the English-made coach market. A new Eastern European vehicle costs approximately £8,000, while an English one costs about £30,000. The cheap pound is helping, but won’t last forever.
- Loss of skills: Today, most coachbuilding work is restoration. Very few people buy new English vehicles – they either buy English vehicles to repair, or new Eastern European vehicles. The skills that are most in danger of dying out are those needed to make a new vehicle from start to finish – restoration is relatively easy because the bits are there for you, but it’s very difficult to make a new vehicle from scratch.
- Loss of skills: The skills that are most in danger of dying out are those needed to make a new vehicle from start to finish. The main market for coachbuilding is in restoration – very few people buy new English vehicles, they either buy English vehicles to repair, or new Eastern European vehicles.
- Dilution of skills: There is a huge issue with the dilution of skills. Anyone can buy a workshop and call themselves a coachbuilder, without necessarily having much experience or skill.
Business rates: Need big workshop to fit the vehicles in, so business rates are very high.
- The Worshipful Company of Coachmakers and Coach Harness Makers
- The Carriage Foundation
- The Worshipful Company of Wheelwrights
Craftspeople currently known
- Mike Rowland & Son, Colyton, Devon – two coachbuilders and one trainee, Sam Phillips.
- Crofords Coachbuilders, Ashford, Kent.
- Wellington Carriage Company, Telford, Shropshire.
- Fairbourne Carriages Ltd, Harrietsham, Kent.
- Gloucester Wheel and Carriage Co, Uley, Gloucestershire.
- Hartland Carriages, Near Horsham, West Sussex.
- Fenix Carriages
The traditional progress of the craft was from wheelwright to wainwright to coachbuilder. The work of a wainwright is not as fine as that of a coachbuilder, with fewer trimmings etc.
Training: Trainee coachbuilders are supported through the Worshipful Company of Wheelwrights and the Worshipful Company of Coachmakers.
- Felton, William, A Treatise on Carriages
- Berkbeile, Don H, Carriage Terminology: an historical dictionary
- Philipson, John, The Art and Craft of Coachbuilding