Coach building

Early Origins (12th–16th Century)

• The earliest carriages in England were basic carts used for transportation.
• By the late medieval period (15th century), wealthier individuals used horse-drawn coaches influenced by European designs
• Early coaches were heavy, had no suspension, and were mainly used by royalty and nobility.

The Rise of the Coachbuilders (16th–18th Century)

• 16th century: The first enclosed coaches appeared in England, often imported from Europe.
• 1580s: Coachbuilding became a recognised trade, with skilled craftsmen producing more comfortable and stylish vehicles.
• 17th century: The introduction of suspension systems improved ride comfort.
• London and major cities saw an increase in professional coachbuilders supplying the aristocracy.

The Golden Age of Carriage Building (18th–19th Century)

• 1700s: Major advancements in suspension, lightweight materials, and wheel design led to faster, more comfortable coaches.
• 1740s–1800s: Growth of stagecoaches, which revolutionized public transport across Britain. Coaching inns were established along major routes.
• Early 19th century: Luxury private carriages became status symbols.

Most craftspeople working today are carrying out restoration of antique vehicles. Some new vehicles are still being produced for ceremonial use, equestrian sports, film & TV, and historical reproductions.

Traditional coachbuilding for carriages involves a blend of woodworking, metalworking, leatherworking, and upholstery. Here are the key techniques used:

Frame Construction

• Wood Joinery – The carriage frame are typically built using hardwoods (oak, ash, or elm) because of their strength and flexibility.
• Laminated Wood – For curved sections, multiple thin wood layers are steam-bent and glued together.

Panelling and Bodywork

• Hand-Hammered Metal Panels – Some carriages incorporated wrought iron or steel panels that were shaped and riveted to wooden frameworks.
• Wood Paneling – High-quality woods were planed, shaped, and varnished for body panels.

Wheelwrighting – See Red List entry for Wheelwrighting 

Suspension and Chassis

• Springs – Made from forged steel, these springs absorbed shocks and improved ride comfort.
• Axle Fabrication – Hand-forged iron or steel axles connected to the suspension system.

Upholstery & Interior Finishing – see Coach Trimming 

• Hand-Stitched Leather Seats – High-quality leather was stretched and tacked over padded seats.
• Velvet or Cloth Lining – Used for luxury carriages.
• Button Tufting & Decorative Stitching – Added to enhance aesthetics and comfort.

Painting & Decorative Finishing

• Hand-Painted Coachlines & Crests – Fine brushes were used to create decorative pinstriping and family crests.
• Varnishing & Lacquering – Several coats of varnish protected the wood and gave a deep, glossy finish.
• Gold Leaf & Gilding – High-end carriages featured gold accents on trims and crests.

Leatherworking for Tops & Covers

• Folding Leather Hoods
• Waterproofing Treatments

There are many variations in style of carriages.

Slight stylistic differences can sometimes be detected between Scottish and English patterns, and from country to country across the Continent.

• Coach trimming
• Wheelwrighting
• Wainwrighting
• Whip making
• Lamp making
• Spring making
• Coach painting

• Market issues: The market for newly-built vehicles is small – primarily for private drivers and private collections. The wedding market uses carriages, but usually favours the cheaper Eastern European import.
• Market issues: the cost of restoration can be higher than the value of the vehicle, although there are some owners who are prepared to make this investment in their vehicles.
• 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 will cost around a third of a UK made vehicle.
• 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.
• 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: A big workshop is required 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

Trainee coachbuilders are supported through the Worshipful Company of Wheelwrights and the Worshipful Company of Coachmakers.

• Mike Rowland & Son, Colyton, Devon – 2 coachbuilders and 1 coachpainter.
• Crofords Coachbuilders, Ashford, Kent.
• Philip Holder, Wellington Carriage Company, Telford, Shropshire – primarily does restoration
• Fairbourne Carriages Ltd, Harrietsham, Kent – now primarily works with vintage cars.
• Gloucester Wheel and Carriage Co, Uley, Gloucestershire.
• Fenix Carriages

• Felton, William, A Treatise on Carriages
• Berkbeile, Don H, Carriage Terminology: an historical dictionary
• Philipson, John, The Art and Craft of Coachbuilding

Our thanks go to our 2025 reviewers:

• Philip Holder
• Mike Rowland and Son

We consult with a wide range of practitioners and organisations to review and update the Red List. Some choose to remain anonymous but all feedback is taken into account.

If you would like to suggest any changes or additions to this page please contact us here