History of the Wheelwrights Craft
Although The Worshipful Company of Wheelwrights has been in existence for only some 340 years, the "art and mistery" of the wheelwright's craft are amongst the oldest known to man. The method of making wheels for horse-drawn vehicles was unchanged in its essentials for 4,000 years, but with the development of the first bicycle and then the motor car, not only did the craft rapidly diminish, but also its very language has almost been forgotten.
Since the Wheelwrights Company was constantly concerned with enforcing and complying with laws about the manufacture of the wooden wheel, a large part of its history would be incomprehensible to a modern reader without an explanation of the methods used and of the technical terms of the trade. In 1923 George Sturt added a glossary to his book “The Wheelwright's Shop”, as did Liverymen John Wright and Robert Hurford, in their book “Making a Wheel” first published in 1997 by The Rural Development Commission. Click here for more details.
The Origins of the Wheel
The origins of the wheel are lost in prehistoric times. It is probable that even in the Stone Age men realised that a rolling stone or a round log of wood moved more easily than an object which had to be pulled or pushed. The first wheels were simply solid discs, carved out of one lump of wood.
Solid wheels made from three shaped planks followed, and the earliest examples of these date from about 5000 BC. They were discovered in Mesopotamia, but wheels of this type spread rapidly through Asia Minor and into Europe.
Solid wheels had two disadvantages: they were heavy and they broke across the grain of the wood. The problem was how to lighten the wheel and yet retain its strength. The answer came with the spoked wheel, which was certainly in existence in Asia Minor by 2000 BC. The rims of the early spoked wheels were made of one or two pieces of wood, bent to a full circle. The rim was connected to the hub, known to wheelwrights as the nave or stock, by wooden spokes. Some Egyptian chariots survive, second millennium BC [bronze age], and they are exquisite pieces of craftsmanship. As the iron age proceeded wheels developed as well, tyres and nave bonds came to be used, by the Roman period many wheels were very much as the Victorians were making them, with sectional felloes and one-piece tyres.
Liveryman Robert Hurford had an opportunity to reconstruct an iron-age chariot when the BBC made a programme about a find from Wetwang in Yorkshire in 2000. The chariot's excavation and reconstruction featured in the BBC 2 "Meet the Ancestors series". For this programme he postulated a suspension system based on pictorial evidence, including Roman coins, and drew evidence for the wheel construction from various sources including some actual surviving spokes and stocks from Glastonbury. The photographs show hoops of timber which act in part as springs, the result has been well received among archaeologists.
The one-piece hoop tyre seems to have disappeared after the Roman Empire faded, to re-emerge in the 18th century. Wheel construction in the period before the 18th century used short strips of iron, called strakes [or sometimes shoes], nailed across the joints of the felloes. From early times in England wheels with iron strakes were referred to as being shod.
The Introduction of Dished Wheels
Except that they were working with more commonplace materials, the seventeenth century wheelwrights and their successors into the twenty-first century have made wheels in exactly the same way. There was however one important improvement in that about a hundred years before the wheelwrights of London made their first petition for incorporation, the dished wheel had appeared. Dished wheels were shaped like saucers, with the hollow side outwards. The spokes were driven into the nave at an angle, so that the lowest spoke stood perpendicularly to the load, the upper part of the wheel was sloping away from the body of the cart or carriage. This produced two advantages. It enabled the body of the vehicle to be wider at the top than at the floor, and it helped the wheel withstand the lateral thrust of the axle caused by the action of the horse.
To quote George Sturt:
Note: A cart is a two wheeled vehicle whilst a waggon or wagon has four wheels and, for the convenience of turning, the front wheels are smaller than the rear.
But too much dishing was equally weakening to the wheel, and was one of the earliest concerns of the Wheelwrights Company to inspect the wheels made by its members and to fine those who had made wheels "too dishing".
Wheelwrights were clearly craftsmen of a high order. They apparently used neither mathematical formulas nor even drawings, but passed on the acquired knowledge of their craft from father to son, from master to apprentice. But patterns were used for felloes; for the bottom timbers of a wagon; for a dung cart; and a raved cart. Raves were side rails added to a cart or wagon to allow a bigger load to be carried over the wheels.
There were also traditional patterns for wagon shafts, cart shafts, tail-board rails; indeed for every part of a cart, wagon, timber carriage and other vehicles - for all these were part of the wheelwrights trade.
The quality of the wheelwright's skill and the variety of his craft were not, of course, always appreciated. Campbell in The London Tradesman (1747) was disparagingly snobbish:
Campbell also mentions tyre-smiths as a separate trade, with journeymen earning 22s. a week and an ordinary workman 15s. He puts the cost of an apprenticeship to a wheelwright as from £5 to £10 and the working hours from 6 am to 8 pm. The cost of setting up as a master wheelwright is reckoned at between £100 and £200.
The Book of English Trades and Library of the Useful Arts (1818) made more understanding reference to the wheelwright: