Kitabı oku: «A History of Inventions, Discoveries, and Origins, Volume I (of 2)», sayfa 6

It seems to be almost certain that the poisons prepared by Tophania and Brinvillier were arsenical mixtures, or, as Dr. Hahneman¹³⁶ rightly conjectures, neutral salts of arsenic. Loss of appetite, faintness, gnawing pains in the stomach, loss of strength without any visible cause, a continual indisposition, followed by a wasting of the viscera, a slow fever, &c., are all symptoms which seem to announce that dangerous metallic oxide. The opinion, however, that it was composed of opium and cantharides has, in latter times, received so many confirmations, that one is almost induced to believe that there are more kinds than one of this Stygian water. The information given by the abbé Gagliani, seems to carry too much weight with it to be denied¹³⁷. It is confirmed also by M. Archenholz¹³⁸; but what he says of the use made of Spanish flies, by the Chinese, to invigorate the sixth sense, gives reason to suspect that his voucher is L’Espion Dévalisé, to whom the abbé Gagliani ascribes the same words. It appears to me, however, if I may be allowed to judge from probabilities, that the poison known in the East Indies under the name of powst is also water which has stood a night over the juice of poppies. It is given in the morning fasting to those persons, and particularly princes, whom people wish to despatch privately, and without much violence. It consumes them slowly, so that they at length lose all their strength and understanding, and in the end die torpid and insensible¹³⁹.

[Chemical science has made such rapid progress of late years, that there are but few, if any, poisonous substances which cannot be detected with certainty. The improved state of our medical knowledge, and the institution of coroners’ inquests in all cases where any suspicion of the cause of death occurs, fortunately renders secret poisoning almost, if not quite impossible, at least in this country.]

WOODEN BELLOWS

After the discovery of fire, the first instrument employed to blow it and strengthen it, has undoubtedly been a hollow reed, until the art was found out of forming a stick into a pipe by boring it. Our common bellows, which consist of two boards joined together by a piece of leather, and which probably are an imitation of the lungs, appear to have been early known to the Greeks. I have, however, met with no passage in any ancient author from which I could learn the oldest construction of this machine, which in latter times has received many improvements. Had I found such information, I should have endeavoured to explain it, as it would have contributed to enlarge the knowledge we have of the metallurgy of the ancients.

It may be remarked on the following lines of Virgil,

… Alii taurinis follibus auras

Accipiunt redduntque¹⁴⁰…

that bull’s leather is unfit for bellows, and that ox or cow leather only can be used for that purpose; but accuracy is not to be expected in a poet; and besides, Virgil is not the only author who employs the expression folles taurinos; for Plautus says also, “Quam folles taurini habent, cum liquescunt petræ, ferrum ubi fit.”

Strabo¹⁴¹ tells us, from an old historian, that Anacharsis, the Scythian philosopher, who lived in the time of Solon, invented the bellows, the anchor, and the potter’s wheel: but this account is very doubtful, as Pliny, Seneca¹⁴², Diogenes Laërtius¹⁴³, and Suidas, who likewise speak of the inventions ascribed to that philosopher, mention only the last two, and not the bellows: besides, Strabo himself remarks that the potter’s wheel is noticed in Homer, and this poet is certainly older than Anacharsis. The latter, perhaps, became acquainted with that useful instrument during the course of his travels, and on his return, made his countrymen first acquainted with it. However this may be, it is well known that the person who introduces a foreign invention among a people, is often considered as the author of it.

In the oldest smelting-houses the bellows were worked by men. Refuse, therefore, and other remains of metal, are often found in places where until a recent period no works could be erected, on account of the want of water.

Bellows made with leather, of which I have hitherto spoken, are attended with many inconveniences. They require careful management; are expensive in their repairs; and besides last often not more than six or seven years. If thin leather is employed, it suffers a great deal of the air to escape through it; an evil which must be guarded against by continually besmearing it with train-oil, or other fat substances; and this is even necessary when thick leather is used, to prevent it from cracking in the folds. Damage by fire and water must also be avoided; and every time they are repaired, the leather must be again softened with oil, which occasions a considerable loss of time.

In wooden bellows these inconveniences are partly lessened, and partly remedied. As these bellows, except the pipe, consist entirely of wood, many, who are not acquainted with the construction of them, can hardly conceive the possibility of making such a machine. Though they cannot be properly described without a figure, I shall endeavour to give the reader some idea of them by the following short sketch. The whole machine consists of two boxes placed the one upon the other, the uppermost of which can be moved up and down upon the lower one, in the same manner as the lid of a snuff-box, which has a hinge, moves up and down when it is opened or shut; but the sides of the uppermost box are so broad as to contain the lower one between them, when it is raised to its utmost extent. Both boxes are bound together, at the smallest end, where the pipe is, by a strong iron bolt. It may be readily comprehended, that when both boxes fit each other exactly, and the upper one is raised over the under one, which is in a state of rest, the space contained by both will be increased; and consequently more air will rush in through the valve in the bottom of the lower one; and when the upper box is again forced down, this air will be expelled through the pipe. The only difficulty is to prevent the air, which forces its way in, from escaping anywhere else than through the pipe; for it is not to be expected that the boxes will fit each other so closely as to prevent entirely the air from making its way between them. This difficulty, however, is obviated by the following simple and ingenious method. On the inner sides of the uppermost box there are placed moveable slips of wood, which, by means of metal springs, are pressed to the sides of the other box, and fill up the space between them. As these long slips of wood might not be sufficiently pliable to suffer themselves to be pressed close enough, and as, though planed perfectly straight at first, they would in time become warped in various directions, incisions are made in them across through their whole length, at the distance of from fifteen to eighteen inches from each other, so as to leave only a small space in their thickness, by which means they acquire sufficient pliability to be everywhere pressed close enough to the sides¹⁴⁴.

The advantages of these wooden bellows are very great. When made of clean fir-wood without knots, they will last thirty or forty years, and even longer, though continually kept in action forty-six or forty-eight weeks every year: nay, Polhem assures us, that, when properly made, they will last a century. The effect produced by them is stronger, as well as more uniform, and can be moderated according to circumstances. They are worked also with greater facility. The slips of wood on their sides are apt to become damaged; but they can soon and easily be repaired. Every three or four months, however, the outer sides only of the inner box, and the bolt which keeps the boxes together, must be smeared with oil. If we reckon up the price of such bellows, and the yearly expense, they will, according to Grignon’s account, be only a fifth part of those of the old leather bellows.

That the invention of these wooden bellows belongs to the Germans, is certain. Grignon¹⁴⁵ expressly affirms so; and in Becher’s¹⁴⁶ time they were to be found in Germany, but not in England. Genssane, who ascribes the invention to the Swiss, is certainly mistaken; and perhaps he was led into this error, because these bellows were first made known in France by a Swiss. I cannot, however, ascertain the name of the real inventor. In the middle of the sixteenth century lived at Nuremberg an artist called Hans Lobsinger, who, in the year 1550, gave to the magistrates of that city a catalogue of his machines. From this catalogue Doppelmayer concludes that he understood the art of making small and large bellows without leather, and entirely of wood, which could be used in smelting-houses and for organs, and likewise copper bellows that always emitted a like degree of wind. As Lobsinger made organs, he, perhaps, fell upon this invention; but in what it actually consisted, or whether it might not have died with him, I have not been able to learn. Agricola, who died in the year 1555, makes no mention of wooden bellows.

Samuel Reyher, formerly professor at Kiel, in a dissertation on air¹⁴⁷, printed there in 1669, tells us, that about forty years before that period, two brothers, Martin and Nicholas Schelhorn, millers at the village of Schmalebuche in Coburg, first invented wooden bellows. Both the brothers, he says, kept the invention secret, though he thinks they did not conceal it so closely as to prevent its being guessed at; and he relates also how he himself formed an idea of it¹⁴⁸.

To these bellows Schluter has assigned a much nobler inventor, who, perhaps, was the first person who made them known by a description. He says expressly that they were invented by a bishop of Bamberg¹⁴⁹: but of this I have been able to find no confirmation; and I am inclined to ascribe that service rather to an organ-builder, or a miller, than to a bishop. According to Schluter’s account, these bellows were employed so early as the year 1620, in the Harz forest, to which they were first brought by some people from Bamberg. What Calvor says respecting the introduction of these bellows into the Harz forest is much more probable; that in the year 1621 Lewis Pfannenschmid, from Thuringia, settled at Ostfeld near Goslar, and began to make wooden bellows. The bellows-makers of that place conspired therefore against him, and swore they would put him to death; but he was protected by the government. He would disclose his art to no one but his son, who, as well as his grandson a few years ago, had the making of all the bellows in the forest.

We are told by French authors, that the art of making these bellows was introduced into France, particularly into Berry, Nivernois, and Franche Comté, by a German.

COACHES

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?