COACH-MAKER'S MAGAZINE

LITERARY, SOCIAL, AND MECHANICAL INTERESTS OF THE CRAFT.

DEVOTED TO THE

EDITED BY E. M. ST RAT TON

VOLUME FIVE

JANUARY, 1863, TO MAY, 1864

NEW YORK :

STRATTON, Publisher,

82 EAST FOURTEENTH ST.

LONDON: TRTJBNER & CO.

MDCCCLXIV.

0

PREFACE.

Iisr publishing this Fifth Volume of The New Yoek Coach-maker's Magazine, eight- een months have been consumed, and with its completion, six years have passed away since the first number was given to the public. During that j)eriod, Coach-making in this coun- try has undergone many changes — from depression to comparative prosperity — from scarcely any demand for carriages, to such a demand that it is with much difficulty it can now be supplied ; and this state of things, too, singular as it may appeal-, is all owing to the civil war raging within our own borders ! AVell may other nations look on and wonder.

We are happy to say, that while jrablishing this volume, our circulation has greatly exceeded that of the one preceding it, and this gives us ground for further encouragement, notwithstanding that for the past three years the Publisher has realized very little profit, pecuniarily, for his labors. This is owing to the fact that the costs of production have doubled, while our charges for subscription were advanced only twenty-five per cent. We have the satisfaction, however, of knowing that our labors have met with the cordial ap- probation of our readers, and this, to us, is a somewhat satisfactory reward for our toil. Besides this, we have gathered around us a crowd of esteemed friends, whose friendship is worthy of the name. That the kindness they have extended to us, while we have been using our humble endeavors to please, may meet with a fitting reward, is our heart-felt wish.

Much practical matter, such as can be obtained nowhere else, will be found in this volume, supplied by talented correspondents. To them, we tender our sincere and warmest thanks, and an invitation to continue their favors in the future, for however diligent an Editor may be in conducting a work of this kind, still he is, and must always be, indebted for much of his success to intelligent writers.

We flatter ourselves that we have been more successful in selecting the drafts for this, than for either of the volumes preceding it, and have likewise been able to gratify our sub- scribers by giving them more light carriages. We intend, in the coming volume, if possible, to still further improve in this particular, and leave no cause for complaint, if an indomitable will and persevering industry can accomplish our purpose. Trusting that our readers will bear with the trifling advance the times compel us to make on the next volume, we still

remain

Yours sincerely,

New York, April l&h, 1864.

INDEX TO PLATES IN VOLUME FIVE.

Dibections to the Binder. —The Portrait of the Editor to face the title-page. The Draft, Ornamental, and other Plates, are all to be placed at the end of the

volume, in the order as numbered.

Plate.

1. English Landau.

2. Gig Wagonette.

3. Light Buggy.

4. Four Ornamental Designs.

5. Belgian Oaleche.

6. Single-horse Coupe.

7. Half-cut-under Phaeton.

8. Round-cornered Buggy.

9. Four-in-hand Drag.

10. Family Coupe.

11. Scroll Buggy.

12. Four Original Ornamental Designs.

13. Sociable Wagonette.

14. Phaeton for Four Passengers.

15. Berlin Sporting Wagon.

16. The Coal-box Buggy.

Plate.

1*7. Canadian Family Sleigh.

18. Phaeton Sleigh — Four-seated Country

Sleigh.

19. Truck Wagon for City use.

20. A Gig Bod}7 Geometrically Drawn.

21. Someiset Caleche.

22. Sporting PhaetoD.

23. Lincoln Buggy.

24. Three Original Ornamental Designs.

25. Coupe for Six Passengers.

26. American Victoria.

27. The Decomeo.

28. Compass-front Coupe.

29. Extension-top Barouche.

30. New York Box-Buggy.

31. Newport Cart.

Plate.

32. Drag-front Coach.

33. Tilbury Phaeton.

34. Caned Go-Cart.

35. Harper's Axle-Scale and Guage.

36. Break.

37. Single-horse Coupe.

38. Pony Phaeton.

39. Tilbury Buggy.

40. Four-passenger Coupe Rockaway.

41. Coal-scuttle Buggy.

42. Ribbed Buggy.

43. Ornamented German Text.

44. Depot Wagon.

45. Bracketed Coal-box.

46. Caned Buggy.

INDEX TO ILLUSTRATIONS.

Page. Portrait of E. M. Stratton. Frontispiece. Diagrams for round-cornered Seats.

(2 illustrations.) 3, 4

Iron Check-loop. 9

Anti-rattling Fifth-wheel. 9

Buggy Linings. 11

Scale for cross-measurements on the

Cant-board. 23

Self-adjusting Carriage SpriDg. (2 il- lustrations.) 26 New Application of the C-spring. 26 Linings for a Board Seat. 28 Boxes, and set of Axles. (2 illustra- tions.) 35 Iron Wheel. 37 Trimmings for Lazy-backs. (2 illus- trations.) 43 Gather in Axles. (2 illustrations.) 51

Page.

The Carpentum. (2 illustrations.) 51

Machine for Improving Roads. 52

Trimming for the front of a Coupe. 57 Roman Currus. 66

Roman Rheda. 67

Private Hansom, with Cant-board.

(English.) 70

Barouche, with Cant-board. 83

Roman Pilentum. 84

Roman Chariot. 85

Trimming the back of a Buggy. (2 il- lustrations.) 89 Carriage Lamp. 92 Diagram showing the Leverage of

Wheels. (3 illustrat'ns.) 99, 114, 115 Roman Cisium. 100

Roman Triumphal Chariot, 101

Pole and Yoke for a Buggy. 105

Page. Stage-coach. 119

Plating the Coupe Rocker. 121

Pompeian Wine-wagon. 132

Diagram Illustrating the Dish of a

Wheel. 133

Pompeian Swan-shaped Car. 147

Pompeian Chariot. 148

Six-wheeled and four-wheeled Wag- ons, how turned, &o. (3 illus- trations.) 149, 150 Why Wheels are Dished. (2 illv.s.) 162 Miles' Wagon-st ke. 170 Frame for setting Axle Boxes. 179 Diagrams showing why " Talking" Wagons are defective. (3 illus- trations.) 180, 181, 182 Fore Carriage for a Phaeton. 184

Entered according to Act of Congress, in the year 1S64, by E, M. Stkatton, in the Clerk's Office of the District Court of the United States for the Southern District

of New York.

NOTICE

\

after Careful examination of the inner margin awd type of material we have sew this volume by hand so it cam be moqe easily opened

AND READ. x

INDEX TO PLATES IN

Dieections to the Binder. -The Portrait of the Editor to face the title-page. The D

volume, in the order as !.«

Plate.

1. English Landau.

2. Gig "Wagonette.

3. Light Buggy.

4. Four Ornamental Designs.

5. Belgian Caleehe.

6. Single-horse Coupe.

7. Half-cut-under Phaelon.

8. Round-cornered Buggy.

9. Four-in-hand Drag.

10. Family Coupe.

11. Scroll Buggy.

12. Four Original Ornamental Designs.

13. Sociable Wagonette.

14. Phaeton for Four Passengers.

15. Berlin Sporting Wagon.

16. The Coal-box Buggy.

Plate.

17. Canadian Family Sleigb.

18. Phaeton Sleigh — Four-seated Country

Sleigh.

19. Truck Wagon for City use.

20. A Gig Body Geometrically Drawn.

21. Someiset Caleehe.

22. Sporting Phaeton.

23. Lincoln Buggy.

24. Three Original Ornamental Designs.

25. Coupe for Six Passengers.

26. American Victoria. 2V . The Decomeo.

28. Com pass-front Coupe.

29. Extension-top Barouche.

30. New York Box-Buggy.

31. Newport Cart.

Plate.

32. Drag-front Coach.

33. Tilbury Phaeton.

34. Caned Go-Cart.

35. Harper's Axle-Scale and Guage.

36. Break.

3V. Single-horse Coupe.

38. Pony Phaeton.

39. Tilbury Buggy.

40. Four-passenger Coupe Roekaway.

41. Coal-scuttle Buggy.

42. Ribbed Buggy.

43. Ornamented German Text.

44. Depot Wagon.

45. Bracketed Coal-box.

46. Caned Buggy.

INDEX TO ILLUSTRATIONS.

Page.

Portrait of E. M. Stratton. Frontispiece.

Diagrams for round-cornered Seats. (2 illustrations.)

Iron Check-loop.

Anti-rattling Fifth-wheel.

Buggy Linings.

Scale for cross-measurements on the Cant-board.

Self-adjusting Carriage Spring. (2 il- lustrations.')

New Application of the C-spring.

Linings for a Board Seat.

Boxes, and set of Axles. (2 illustra- tions.)

Iron Wheel.

Trimmings for Lazy-backs. (2 illus- trations.)

Gather in Axles. (2 illustrations.)

3,4 9 9

11

23

26 26 28

35

37

43 51

Page. 51

The Carpentum. (2 illustrations.)

Machine for Improving Roads.

Trimming for the front of a Coupe.

Roman Currus.

Roman Rheda.

Private Hansom, with Cant-board. (English.)

Barouche, with Cant-board.

Roman Pilentum.

Roman Chariot.

Trimming the back of a Buggy. (2 il- lustrations.)

Carriage Lamp.

Diagram showing the Leverage of

Wheels. (Zillustrat'ns.) 99, 114, 115

Roman Cisium. 100

Roman Triumphal Chariot. 101

Pole and Yoke for a Buggy. 106

52 57 66

67

70 83 84

89 92

Page. 119

121

132

Stage-coach.

Plating the Coupe Rocker.

Pompeian Wine-wagon.

Diagram Illustrating the Dish of a Wheel.

Pompeian Swan-shaped Car.

Pompeian Chariot.

Six-wheeled and four-wheeled Wag- ons, how turned, &c. (3 illus- trations.) 149, 150

Why Wheels are Dished. (2 illus.) 162

Miles' Wagon-st ke.

Frame for setting Axle Boxes.

Diagrams showing why "Talking" Wagons are defective. (3 illus- trations.) 180, 181, 182

Fore Carriage for a Phaeton, 184

133 147 148

170 179

Entered according to Act of Congress, in the year 1S64, by E. M. Stkatton, in the Clerk's Office of the District Court of the United States for the Southern District

of New York.

INDEX TO VOLUME FIVE.

To the Eeadeb. — Under the different heads of Home Circle, Sparks from the Anvil, Paint Eoom, Trimming Koom, Editor's Work-Bench and Lettee-Box, will be found arranged, in alphabetical order, such matter as properly belongs to such departments.

A Comprehensive Ancient Patent,

Advance in Price,

A Long Stage Route,

A New Idea,

A Novel Whiffle-tree,

American Institute, Fair of the,

American Victoria,

Another Steam Carriage,

Ancient Anvil,

An Editor in Distress,

Page.

31

102

79

109

14

79

105

126

79

91

Atlantic Monthly, The, 14, 47, 62, 79, 92, 126, 142, 159, 1.74 Axle Grease, Recipes for Compounding, 92 Barouche, Extension Top, 120

Bill Jingle Imitated, 159

Break, 153

Buggy, Bracketed Coal-box, 184 ; Caned, 184; Coalscuttle, 169; Light, 9 ; Lincoln, 87 ; Ribbed, 169 ; Round Cornered, 26 ; The Coal -box, 55; Tilbury, 153; New York Box, 120; Scroll, 40 Buggies, Fashions in, 29, 148

California, Mineral Paints of, 126

Caleche, Belgian, 25 ; Somerset, 87

Cant-board, Rule for taking Cross- measurements on the, 22 Carriage Architecture, English, 70, 83 Carviage-builderB' Art Journal, 79 Carriage Drive, Seventh Avenue,

(N. Y.) 92

Carriage Fare, Livery Stable Increase

in, 186

Carriage Factory, Largest in the

World, 78

Carriage-maker, Sudden Death of an

Old, 173

Carriage-making, A Decade of Eng- lish, 82 ; In San Francisco, 83 Carriage Materials, Current Prices for, 32, 48, 64, 80, 96, 112, 128, 144, 160, 176, 188 Carriage Wheels, Their Mechanical Construction and Use Consider- ed, 113, 133, 145 Carriages, Ancient Roman, 51, 66, 83, 100 Carriages, Compound Tire for, 46 Carriages, Foreign Improvements in, 13, 45, 63, 93, 109, 127, 142, 174, 187 Carriages, Advance in the Price of, 102; And the Revenue Tax, 44 ; Excise License on, in Eng- land, 69 ; Income Duty on, 14; Report of, in the London Inter- national Exhibition of 1863, 49 ; The Value of English, in America, 78 Carriages, Canadian Patents in, 187 Carrying the Mails in Olden Times, 53 Cart, Newport, 120 Coach, Drag-front, 136 Coaches, An Advertisement about the

Patent for Easy, 147

Page. Chariot, Ivory, of Mermicides, 71 ; Na- pier's Battle, 92 Comments on the Fashions, 74 Cottages on Wheels, 109 Coupe, Compass-front, 120; Family, 40 ; For Six Passengers, 104 ; Single-horse, 25 Crying in Olden Times, 132 Decomeo, The, 105 Dish of Wheels, and Taper of Axles

Relatively Considered, 34

Dog-carts, Genuine, 62

Drag, Four-in-hand, 40

Editorial Autobiography, 97 Editorial Chips and Shavings, 14, 31, 46, 62, 78, 91, 109, 126, 159,

173, 186

Editorial Perplexities, 125

Editor's Work-bench:

Abandoned Inventions, 29 A Clean Shop and Things in

Place, 172

Advice to Carriage-makers, 43 American Carriage-making,

Commercial Review of, 90 Canadian Exhibition of Car- riages and Materials, 125 Carriage Body-making, 156 Carriage-makers' Dissatisfac- tions, 91 Carriage-making, The Future

of, " 108 Carriages and the Revenue

Tax, 44 Coach Factory, Half Centennial

Anniversary in, 60 Emptying the Purse into the

Head, 157 English Vandalism, 29 Family Carriage Wanted, 173 Fashions in Buggies, 29 Proposed Coach-makers' Pro- tective Association, 12 Greetings, 124 Hobson's Livery Stable, 142 Leakage Somewhere, 171 Omnibuses vs. The Public, 186 Our Present Number, 13 Paying Workmen in Store Or- ders, 91 Picture Advertising, 44 Revenue Tax, How it Affects

Carriage-making, 61

Review of Trade, 158, 172

Scientific Stupidity, 14

Shifting Rails Once More, 78

Slow Coach-makers, 140

The Situation, 28 To Our Friends, 12,90

To Our Readers, 186

Union Necessary, 158

Unrealized Happiness, 141 Visit to Canada, 58, 76

Page. Editor's Work-bench — Concluded.

Volumes Bound, and Covers

for Volumes, 158

Wind-power for Machinery, 142

Wolves Among the Craft, lu7

Editor's Portrait, Notice of, 82 Enterprising, 40 Equipages, Shabbiness of Victoria's, 62 Exchanges, To Our, 173 Facts about Railroad Speed, 126 Go-cart, Caned, 137 Gather in Axles, Reasons for the Ne- cessity of, 50 Gig Body, Geometrically Drawn, 73 Gig Wagonette, 8 Guage for Setting Axles (Harper's),

14, 62, 159

Historical and Genealogical Register and Antiquarian Journal, N.

E., 62, 79, 159

Historical Magazine (Notice of), 174

Horses, Bedding for, 23

Home Circle:

A Tale for the Times, 7 An Interesting Story (An- nouncement of), 73 Deserter, The ; A Story of the

Mexican War, 151, 167 Faith Whispers (Portry), 69 Fairy Coronation, The, 168 Taxes, 169 Light From Afar (Poetry), 53 Mildred : A Sketch, 39 Journeyings of a Whirlwind, 71 Lottie Hill, 85, 102, 134 Mrs. Mayweed's Auction Sale, 24 Mysterious Knockmgs (Poeiry) 53 Niagara River, from Goat Isl- and (Poetry), 23 Now and Then : A Life Scene

(Poetry), 134 Thirty-five (Poetry), 85 To Fannie (Poetry), 39 Was It Well ? (Poetry) 11 Welcome to the Blue-bird (Po- etry), 151

International Exhibition, Catalogue

of the, 46 Inventions Relating to Coach-making, American Patented, 15, 47, 79, 94, 111, 127, 143, 159, 174 Iron Wagon Companies, 109 ; Car- riage Hubs, 109 Lamps, The Best Place to Buy your, 92 Landau, English, 8 Law of the Road, 14, 31 London by Gas-light, 31 ; The New Tariff Regulations for the City of, 126

1
	V.	INDEX.
	Page.	Page.	PAGE.
	Letter Box, The Coaelimaker's :	Sand-paper, 132	Tireville Miscellany, The ; Being selec-
	Letter from Wisconsin, 126	"Secesh" Historical painting in ■which	tions from the Journal of John
	Letter from Illinois, 1 87	a Coach figures, 174 Setting Axle boxes, 178	Stillwagen, Esq., 1, 32, 65, 81, 116
	Literary Notices, 14, 47, 62, 78, 92,	Sleigh Canadian Family, 73 ; Four-	Trimming Room :
	120, 142, 159	seated country, 73 ; Phseton, 73	Buggy, Trimming the back of a, 89
	Monthly Issues Resumed, 92	Sleigh-driving in Russia, 46	Carriage-Laces, 171
	Nails, why called Sixpenny, 49		Carriage-Trimmings, Extraor-
	New rendering of an old quotation, 109	Sparks from tiie Anvil :	dinary rise in, 156
	New York, number of vehicles in, 62 ;	Carriage -Springs, Self-adjusting, 26	Carriage-Tops, Mixture for re-
	Old roads of, 70	Carriages, Draught of, 137	viving the Leather of, 171
	Never Trouble Trouble, 119	Cise-hardening Iron, 40	Coupe, Ornamental Trimming
	One respectable Carriage in Dixie, 31	Cast-iron, Malleable, 153	for the front of, 57
	Paddy's Poetical Horse, 92	Cast-steel, Composition for	Dirt-screens over Car'ge-Wheels.l 10
		welding, 40	Enameled Cloth, 28
	Paint Koom :	C-springs, New application	Fashions, Review of the, 124
	About Sponges, 10	of, 26	Gossip for the Trimmer, 140
	Colors, Permanent and Fugitive, 138	Check-loop Iron, 9	Hammer Cloth, Origin of the
	Linseed-Oil, 78	Files, Machine cut, English, 88 ;	word, 1()7
	" " and bad Turpentine, 170	Rendering them again use-	Harness Blacking, 185; Care of, 57
	National Coach-painters' Asso-	ful, 138; Use and abuse of, 74	Lazy-hacks, Fashionable Trim-
	ciation, 42	Fifth-wheel, Another Anti-rat-	ming for, 42
	Ornamental Designs, 10, 42, 89	tling, 9	Lining Buggies, Improved mode
	Ornamental German Text, 171	Fore-Carriage for a Phreton, 184	of, 10
	Paints, Composition of, 27, 41,	Hardening Iron and Steel, 55	Linings for a board seat, 28
	56, 74, 106, 122, 154, 184	Hoop-tire, Changes effected by	Lustrolrc, Or Leather Varnish, 89
	Reservoir Paint Brush, 171	Heating and Cooling, 87	Testing Blues in Cloth, 140
	Turpentine, Where it comes	Iron, Defects in, 55 ; In New	The Fashions, 185
	from, 57 ; Bad, 170	York, 121; ProbableJlise	Trimmings, Extraordinary rise
	Ultramarine Blue, 88	in, 105	in, 156; Great rise in the
	Varnish-dealers, Dishonest, 10	Lubricating Compound, 40	price of, 124; Observations
	Varnishes, Stimson, Valentine	Plating the Coupe Rocker,	on the present style of, 75
	& Co's., 88	Pole and Yoke for a light	Truck Wagon for city use, 73
	Perambulators in London, 88	Buggy, 105	United States Tax Law, A Hand-book
	Prairie Motor, The, 31	Rust, How metallic surfaces are	of the, 47
		protected from, 74	Value of the Coach-maker's Magazine
	Pen Illustrations of the Drafts, 8, 25,	Scale for setting Axles, H. Har-	to the Craft, 62
	40, 55, 73, 87, 104, 120, 136,	per's, 137	Wagenbau Zeitung, (Notice of), 1 26
	153, 169, 184	Steel, Besmer's Improved, 9;	Wagon, Berlin Sporting, 55 ; Depot,
	Personal, 173	Cementation of, 74	1 84 ; Truck for city use, 73
	Phrcton, Half-cut under, 25 ; For Four	Steel Tires, Composition for	Wagons, Talking, 179
	Passengers, 55 ; Mrs. Governor	Welding and Restoring	Wagon-makers and Blacksmiths in
	Yates, 78; Pony, 153; Til-	Burnt, 40	Dixie, 14
	bury, 136	To Distinguish Iron from Steel, 55	Wagonette, Gig, 8 ; Sporting, 87 ; So-
	Pompeian Roads and Carriages, 131, 147	Tire Irons, 105	ciable, 55
	Power applied for, 46	Wagon Stake, Miles, 169	War, The First Year of the, 79
	Power of Axles in overcoming Ob-		Wheel-carriages, The Motive-power
	structions Examined, 235	Special Notice, 176	of, 18, 37, 49, 67
	Rioters and the Craft, 78	Spirit of the Times, a Comedy, 120	Wheel-carriages, Effects of, on Roads
	Roads, On repairing and improving,	Talking Wagons, 179	and Horses, 98, 117, 129, 148,
	52; Of old New York, 70 ;	Taxes, 169	162; Improvements in, 161
	Noise from Carriages on	The lightest yet, 126	Wheels, Why Dished, 161, 177; Of
	Paved, 173	Timber, The best time to cut, 1 26	Iron and Wood, 36
	Rockaway, four-Paesenger Coupe, 169	To Our Readers, 186	Who are Nature's Noblemen ? 46
	Round corners, How formed, 3	Travel, Western, In olden time, 31, 92	Wholesale seizure, 159
	Rural New Yorker, (Notice of,) 93	Traveling, Night and Day, 159	Yankees, The London Mechanics' Mag-
	Safety-skid Poetry, 31	Traveling Office, A Military Officer's, 173	azine on, 62

PLATE 1.

Vol.6.

b

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CO

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« 00

§ |

a ■$

m

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PLATE 2.

VoL 5.

GIG WAGONETTE.— * in scale.

Engraved expressly for the New York Coach-maker's Magazine. Explained on page 8.

PLATE 3.

Vol. 5.

LIGHT BUGGY. — £ is. scalh.

Engraved expressly for the New York Coach-maker' s Magazine. Explained on page 9.

PLATE 4.

Vol. 5.

No. 1.

No. 3.

No. 4.

ORNAMENTAL DESIGNS.

JEngraved expressly for the New York Coach-maker's Magazine. Explained on page 10.

DEVOTED	TO	THE	LITERARY,	SOCIAL, AND	MECHANICAL	INTERESTS	OF	THE	CRAFT.
Vol.	V.			NEW	YORK,	JANUARY, 1863.			No. 1.

IJUtljaitiral yiterato.

THE TIREVILLE MISCELLANY;

BEING SELECTIONS FROM THE PRIVATE JOURNAL OF JOHN STILWAGEN, ESQ.

BY THE EDITOR.

Our readers will very naturally ask, Where is Tire- ville ? How did the Editor come into possession of Stil- wagen's journal ? and perhaps a dozen other questions, all equally excusable. These questions can only elicit from us the unsatisfactory reply that, for a special object, they have been placed in our hands by a party who, for the present, stipulates that we keep that matter a profound secret ; assuring us, upon the honor of a gentleman, that the papers are the genuine reflex of the experience and difficulties attending a lifetime, while conducting the car- riage-making business in Tireville. The apparent genu- ineness of the document, and the responsibility of the party to whom we are indebted for the favor, commend them to the study of the carriage-making fraternity, and must answer as an apology for their appearance here.

SELECTIONS FROM THE JOURNAL OF J. STILWAGEN.

April 2, 18 — . Five years and three weeks an ap- prentice ! Three years a journeyman slave ! ! Eight years of miserable suffering, endured to enrich others ! ! ! I have now resolved to set up business for myself, determ- ined hereafter to be my own master, in the hope of better- ing my prospects, and thereby satisfying the wants of a young family, already crying for bread ; for I perceive that these bosses are apparently an independent class — they work only when they are inclined to (which is not very often), and when they choose they hang about the premises scolding their employees, or talking politics Avith some neighbor as lazy as themselves, while for their comfort and benefit the poor jours are obliged to shove the jack-plane from morning until night, expending their life's-blood simply to enrich a set of contemptible drones ! After eight years wasted in slavery, I have resolved to act as my own master. If I cannot get rich soon, I am still

VOL. V. 1

determined to live in independence. "What is the use of living, if one can't enjoy life ? What is the object of business, if not to get rich?

Five hundred dollars a year rent ! Old Squeezetongs must have very lofty ideas of the carriage business, to suppose that a tenant will be able, from the profits of the first year's business, to pay that amount for the use of a shop in the village of Tireville, while there are already three more factories, within the circumference of one and a half miles, in operation. But here goes ! " Nothing venture, nothing have," is an adage older than I am. Then, again, this may be " the tide in my affairs " follow- ing the stream of which may soon lead me into a fortune. It will not do to be afraid to venture. Lack of courage has already kept me dependent, at least for the past two years, upon others.

April 28. — Fairly installed ! Let me see — I must have some taking name for this shop, for although many persons at different times have, in apparent sarcasm, asked " What's in a name ?" there has never been but one correct response, " Much, very much." " The Union Carriage Factory." That sounds well enough, but its ap- propriateness is very doubtful just now. It will do after this establishment swallows up those of my neighbors at Scrabble-hill and Shintown. But I am in favor of some less objectionable term to Southern customers, and at the same time have a comprehensive one ; the more particu- larly so since I intend that my competitors shall compre- hend that mine is to be the carriage establishment. I am resolved, therefore, to call mine The Globe Carriage Fac- tory. That term, " Globe," will fix the business, and let everybody know that I am prepared to receive the cus- tom of " all the world and the rest of mankind." If that does not take orders in large numbers, then my faith in names will fail, and all my prospects of success fade away. Let it then be

THE GLOBE CARRIAGE FACTORY.

JOHN STILWAGEN, PROPRIETOR.

May 10. — Very singular — isn't it? — how a man is no- ticed as soon as he hangs out his shingle ! Might have remained in obscurity still, if I had remained a slave. Now, everybody wants to know how I am getting along, and some even ask if I do not wish to buy stock. There was a time they would scarcely look at me ; now, they are not backward in speaking. It is wonderful how some

2

THE NEW YORK COACH-MAKER'S MAGAZINE

January,

folks' attentions have increased since the appearance of that " shingle " !

June 16. — I was visited this morning by " a honey- lipped " patent agent, who urged me, in soft terms, for ah hour or more, to purchase of him a town right to use and sell Cheatem's Corrugated Frictionless Axles, war- ranted to run a whole year ungreased, and possessing within themselves more motive-power than any other six set of axles ever made. Told him he might call again at a fu- ture day when I got under full headway in business, hop- ing thereby to " bluff him off." Prayed, as he left the door, that he might forget to call on me again.

July 7. — The agent for Cheatem's Frictionless Axles was around again this morning, to " see if I had concluded to buy, as I had intimated a few days ago." Told him I had never intimated such a desire. On this occasion he presented a long list of recommendations from squires, honorables, lawyers, and others who had used them, all well qualified to judge of such articles — perhaps. Informed him that I was too busy just then to give him my atten- tion. I wonder how these fellows ever find anybody will- ing to listen to their twaddle. They evidently are im- pressed with the idea that " the fools are not all dead yet," and under this conviction they persevere. Bored with his importunities, I finally told him, in plain English, " his room was preferable to his company." This gave offence, serving to rid me of his presence.

July 19. — Advertised in the Village Screamer " for a first-rate steady hand to iron carriages. None but good workmen need apply." Overrun with applications. The first (or among the first) was a fellow wrho had been " on a bender " for two weeks at least. Told him he would not suit. The next I knew a few years ago as a helper, and a poor one, too, who now came for the place of fire- man. On inquiry, found he had just been " kicked out " from Shintown, where, under false representations, he had obtained employment, and during his labors on the first day had burned up two tires, broken off the arm of an axle, and made some ten pounds of scrap-iron. As scrap- iron was selling very low just at that time, I told him very emphatically I did not think hiring him would pay. The man took offence at this, and left. The third appli- cant was rather a stout-built man, whose best recommend- ation appeared to be that, as he said, " he was a sober, steady workman, and had worked for Mr. Naylor, of Dockport, at ship-smith work, for the last six years." In a lengthy conversation I tried to convince him that ship- smithing and carriage-ironing were two widely different branches of mechanical science. Regretted being obliged to spend so much precious time in discussing a plain ques- tion with a thick-headed journeyman, on a subject I sup- posed could be disposed of in two minutes. How stead- ily obstinate and persevering some persons are ! Finally, after more than twenty applications, I succeeded in en- gaging a young man who said he could iron-off anything I might set him at. I tried him, and found him so smart that he stretched the four days' time he should only have taken, in ironing-off a buggy, into nine. I begin to sus- pect that, after all, the bosses may have some drawback to their pleasures.

July 29. — Had " a time " this morning with my black- smith— such a time as is enough to make one sick of the carriage-business. The fellow told me, in an independent tone, that if I did not think he had done work enough in the last nine days to satisfy any reasonable man, we had

better separate at once. For his part he was not a-going to overtax his limbs to make rich men richer ! {To be continued.)

POWER OF AXLES IN OVERCOMING OBSTRUC- TIONS EXAMINED.

BY HENRY HARPER.

Mr. Editor : — The two articles which appeared in the July number [page 156, Vol. IV.] of your Magazine, from Mr. Mears and Henry Harper, on the power of large and small axles in overcoming obstructions, al- though they agree in one point (that small axles are pref- erable), yet in every other point they disagree. Mr. Mears says the mechanical power which an axle uses in overcoming obstacles is " an inclined plane, more or less obtuse ;" also that a large axle, with the accompanying irons, is heavier than a small axle. On the contrary, Har- per says that the mechanical power " is purely and simply a lever power," and that the weight of a small axle is greater than a large one. Mr. Mears says that there is more rubbing surface between the box and axle of the large axle, which creates more friction to the large axle than to the small one. On the contrary, Harper gives it as his opinion that the extra rubbing surface which a large axle has does not increase the friction to any percepti- ble extent. They agree in one proposition, and disagree in three ; which is not quite near enough for scientific investigation. Personally it will make no odds which of the two is correct ; but when viewed as a scientific prin- ciple laid down to govern mechanics by, there will be no end to the mischief created, if both principles are received as authority.

Mechanical laws avail themselves of four different powers. These are — the lever, the screw, the wedge, and the inclined plane. The second and third mentioned powers might with some propriety be included in that of the in- clined plane, but they cannot in any way be mistaken for the lever power.

The machine which Ave call a wagon, through the agency of some one of these powers, shows its mechani- cal construction by lifting a weight over a perpendicular obstruction with a less motive-power than the weight is of itself. For instance, if we place an obstruction to a wheel half an inch high, and the wheel weighs 1,000 pounds, if we do not use any mechanical power we have got to use 1,000 pounds of power to raise the wheel half an inch, over the obstruction ; but we all know that we can raise 1,000 pounds in a wheel, over an obstruction of half an inch, with our own hand. Then we know that we have used mechanical power ; and if it is a lever, we know that the laws that govern the use of the lever are entirely dif- ferent from the laws that govern an inclined plane, and that what would facilitate one would retard the other. For instance, if we were called upon to help the horses to move a wagon over an obstacle which was too much for them to overcome unaided, we should not think we were helping much by going behind and pushing the wagon over, although by that means the motive-power which we might lay out would partake of as much leverage as the same amount of power that the horses laid out. The best advantage at which we could use our strength, would be to take hold of the wheel ; and again, we almost in-

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THE NEW YORK COACH-MAKER'S MAGAZINE,

stinctively see the advantage of applying the power as near the top of the wheel as possible, because this would increase the leverage.

On the other hand, if this power was an inclined-plane power, and we were called upon under similar circum- stances, instead of taking hold of the top of the wheel, we would take hold at the bottom of the wheel and draw until it slid over the obstacle. But this would be so much strength laid out in direct opposition to the lever-power, which we know would not help any. It would be an in- clined-plane power, which is certainly a power ; but when compared with the lever, it sinks into utter insignificance. I have no hesitancy in saying that the power used in a wagon wheel is simply and purely a lever-power, and that the uneven obstacles, or inclined plane, over which the wheels pass or ascend, is converted into the fulcrum on which that lever acts. It is true that friction is a waste of motive-power, but it would be unwarrantably enlarg- ing mechanical powers to call it a power of itself.

With regard to a large axle being heavier than a small one, I do not think it a fair statement of the case. When we speak of a large axle, we mean one chiefly made of wood, which is of greater bulk but not so much heft as iron. To sustain the same load this is necessary. I have estimated that the small iron axle with the irons required to fasten the same to its place, will make it weigh 98 pounds more than the large one. It may be 98 pounds is too much, but certainly there is more weight in the small iron than the large wooden axle, and it is not meet- ing the question in a satisfactory way to argue on a con- trary hypothesis.

With regard to friction being greater? where the same weight is moved on an equally smooth and large surface, than it would on a smaller surface, I believe it to be con- trary to our every day's experience, and it would lead to unwarrantable conclusions to entertain such a theory. If the bearing on a large axle-box was cast so as to be two inches in width at each end of the axle-box, and the bear- ing was cast of the same width on each end of the small box, and when put to service it was found that the greater bearing or rubbing surface of the larger axle destroyed the motive-power, this fact, when so ascertained, would point out plainly a remedy which would be to reduce the bearing surface of the large axle. If that bearing was twice as great on the large axle as on the small one, all that would be necessary to reduce the bearing on the large one so that the bearing would be equal with the small one in surface, would be to reduce the width of the bearing that was cast on the inside of the large box from two inches in width to one inch, which would make them equal in the surface of the bearing and friction, according to theory. If reducing the rubbing surface diminished the friction in this case, and we narrowed it down again one half, it would have the same strength and only half as much rub- bing surface as the small axle ; and, according to this the- ory, a large axle would run easier, if properly constructed, than a small one. Any one can easily test the theory advanced by Mr. Mears, by drawing two bricks over a table, and if he find that it requires any more power to draw them when laid side by side than it does when one is laid on top of the other, then it will be conclusive that a greater surface creates a greater friction. On the con- trary, if he finds the power required to draw them just the same, the idea of a greater surface creating a greater friction must be abandoned.

Mr. Mears says : " In the large axle, the power applied at its center brings the side of the axle in contact with the box at a greater distance from that center, and the center of gravity in the axle has more unsupported over- hang than in the small one." I cannot understand this sentence to have any meaning whatever, unless it is ad- mitted that the wheel is a lever-power. If it is a lever- power, and the lever-lines are as I have described them, then the center of the axle is the utmost length that can be given to the arm of the lever ; and of course the nearer we apply the motive-power to the center of the axle, the longer arm we get to the lever ; but I cannot see what the center of the axle has to do with friction on the outside of the axle.

I hope this subject will not be dropped until we all come to ail unanimous understanding about the nature of the power used in moving loads on wheels, for it is as important as any of the primary rules to our trade.

ROUND CORNERS— HOW FORMED.

BY THE EDITOR.

An inspection will show that it is becoming very fash- ionable to finish carriages with round-cornered bodies and seats, as seen on Plate XXXVIII. and in many other ex- amples in Volume Four. How these are made will inte- rest a great many of our readers, who will very soon have occasion to form them. We will take the seat for our example.

We shall presume that the bottom or seat-frame has already been framed, grooved for the sides and back to set in, and the valance worked on the outer edges of the same according to fancy. We next shape the two end pieces and back, beveling the bottom edges and back corners to the required flare, with the understanding that the back-piece must extend the whole length of the groove, the end-pieces butting up against the back with a perfect fit, as shown in Fig. 1, care being taken to have the angles correspond exactly with the grooves in the seat bottom.

These pieces of § or f inch whitewood, cherry, or soft ash must next be firmly glued together (Fig. 1) without

_ mitering or nailing,

7~ and when thoroughly

dry a triangular piece uicT. 1. of ash fitted into the

corners, as at A, sufficiently thick to sweep the round cor- ner wanted. When all is dry, the corner is shaped by the aid of a draw-knife, &c, rounding it outside and hollowing it inside. For this last purpose the back-piece may be secured to the bench by a hand-screw. Much trouble in finishing may be avoided by shaping the different pieces on the inside in the vise, before gluing, taking care to leave the portion where the block fits in undisturbed. Having shaped the side portions of the seat, they are afterwards secured to the bottom frame by screws from the underside, all fitted in their places previous to being shaped.

The following rule (a secret with many coach-makers) for fitting a block in a corner without being compelled to resort to " the cut and try " system, will be useful in this connection. A reference to Fig. 2 will serve to illustrate our subject.

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January,

Suppose we want to set our bevel square to dress the sides of the corner-block for a seat made on a bevel of

\ / four inches to

jiff", 2 .

the foot. Draw A B = 12, B C

perpendicular to A B and equal to 4 ; next draw line A C ; after- wards draw a line from A to A E, at right an- gles to A C and equal to it. Then from E and C, with the distance A B, describe circles cutting -each other in D, " and E D C will be the angle required. Bisect this angle, and CDF or E D F will be the angle for the miter of the boards for the ends of said boards. After a draft is made, the tri- angle may be transferred to the edge of a board, in order to set the bevel square.

REPORT OF CARRIAGES IN THE LONDON INTERNATIONAL EXHIBITION, OF 1862.

Our London correspondent early favored us with a copy of the Jury's Report on Carriages in the International Exhibition, but too late to be made available in our last issue. From this Report we learn that 140 carriages were on exhibition from different nationalities. These consist- ed of 24 Phaetons, 23 Landaus (a draft of one is given in this number), 21 Broughams, 13 Sociables, 9 Wagon- ettes, 9 Sleighs, 7 Barouches, 5 Vans or Wagons, 4 Coaches, 3 Chariots, 3 Four-in-hand Coaches, 3 Private Hansoms, 3 Dog Carts, 2 Public Omnibuses, 2 Carioles, 1 State Coach, 1 Dress Chariot, 1 Droski, 1 Irish Car, 1 Town Car, 1 Gig, 1 Clarence, 1 Basket Carriage, and 1 Cart. Medals to the number of 35 were awarded, of which 23 were given to British exhibitors. We are informed by a private note, that in order to avoid any accusation of par- tiality, the Committee " made no mention of any exhibi- tion by name, either to praise or condemn, considering the jury as a body responsible for the awards and the reasons appended to them." We approve of this pru- dence in leaving each exhibitor to judge for himself as to what criticism may apply to his productions. The fol- lowing extract, which space compels us to divide, will in- terest the reader :

This is the fourth Exhibition in which British carriage- builders have taken part ; in London in 1851 ; Dublin, in 1853; Paris, in 1855; London again in 1862.

The first Exhibition, from various causes, did not legi- timately display the state of British carriage-building at the time ; and. many manufacturers, from the novelty of the whole affair, seemed to have mistaken its purport, and allowed themselves to run into extravagances of design

and construction, of which they have since seen the ill effects : the impression made on the general public was not on the whole favorable, and the Exhibition itself did little (with a few exceptions), to increase the reputation out of doors of the great body of carriage exhibitors. Nor was the position assigned to the carriages by any means favorable, being in a remote part of the building, to which many of the visitors did not penetrate, and who were consequently unaware of the display. The mode of lighting from the glass roof was, besides, unfortunate for a favorable display, as the brilliancy of the varnish was most effectually subdued, thereby detracting from the appearance of beauty and finish of the carriages. The proximity to the locomotive engines and railway plant, standing on rails, in a gravel road, of course did not im- prove the show space, as from under the open-boarded enclosure the wind blew clouds of dust over the most del- icate silks and varnished surfaces.

At the Dublin Exhibition the carriages were even worse placed, as they were lost to the great proportion of visi- tors.

In Paris the British carriages were banished to the re- motest end of the machinery annex, and only the most enterprising of the visitors reached them, and then proba- bly when fatigued ; so that until the present time, British carriage-builders can hardly be said to have obtained a position suitable to show properly their productions.

In the present Exhibition the British carriage depart- ment extends almost the entire length of the British pic- ture gallery, immediately under which, in the southeast corner of the building, it is situated. It is by far the best home that British, carriages have as yet found for exhibi- tion : the light, being admitted by large and high windows facing the south, if not all that could be desired, both as regards quantity and quality, displays to advantage the brilliancy and high polish of the varnish ; although the crimson blinds that exclude the rays of the sun from the south give an attractive appearance to the whole gallery, the effect on the colors of some of the carriages is most prejudicial; it should be a warning in future Exhibitions that a certain tone of color for the fittings of the whole building should not be insisted on with too much rigor. Had it been permitted to stipple the glass, at a trifling expense, the powerful rays of the sun might have been excluded at a small cost, and with more benefit to the ex- hibitors. Were the floor of the picture gallery a little more impervious to dust, and the wall decorations not quite so coarse, it would be a very near approach to per- fection for the purpose intended.

Having thus glanced at the manner adopted for getting the best possible display — the position of carriages at former Exhibitions, and the commodious home afforded them in 1862 — a glance at the preliminary report append- ed to the awards will show the number of exhibitors from each country, and the varieties of carnages that form the entire collection.

As might be naturally expected, the English contribu- tions far outnumber the combined productions from all foreign countries, and those from London outnumber those from the provincial towns. London may indeed be said to be the chief seat of the carriage manufacture, both from the general excellence of the carriages built, as from the extent of the trade. Among the provincial towns, Edinburgh, Dublin, Derby, Bristol, Liverpool, Manches- ter, Nottingham, Southampton, Glasgow, and Newcastle-

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on-Tyne produce largely for the home and export trade. On the continent of Europe, Paris holds the highest place as regards the excellence and the extent of its carriage- building trade, which of late years has much increased, as well as improved in the style, workmanship, and durabil- ity of its productions. The French export of carriages has also greatly increased of late years. A large trade is also carried on at Brussels, Hamburg, Vienna, Aix-la- Chapelle, Offenbach, Milan, Rome, the Hague, St. Peters- burg, and other cities and towns.

America, which only contributes two very light car- riages, has rapidly risen to a great producing country for carriages : its productions are of a type quite original and peculiar to the country ; and in some points have attain- ed a singular excellence, as regards lightness combined with comparative durability : their execution shows good ability on the part of the workmen. To Europeans these light carriages have a very singular appearance ; they, however, probably meet the wants of the American pub- lic from their light draught. The bodies are small ; the difficulty of getting into the carriage among or over the high wheels, is one requiring great activity to overcome, and the quantity of mud thrown by the very high wheels must be somewhat alarming.

There exists an Imperial manufactory for carriages at St. Petersburg, directed by an Englishman : it is well organized, and adapted for producing the private carriages used by the Russian Court. The various processes are there carried on, even to the weaving of the lace and the production of the ornamental metal chasings ; it has prob- ably had a good effect in improving the carriage manu- facture in Russia, the contributions from which country are not only numerous, but show points of careful consid- eration in the construction and design. The Russian no- bility are fond of having their equipages well turned out, and import many carriages from England, France and Germany. The carriages in Russia, and those sent there, must necessarily be strongly built, as the thaw in spring, after the winter frosts, so breaks up the roads and paving, that a light or weak, carriage must soon give way. Un- like these must be the carriages for the Australian mar- kets, where, in consequence of the taste for light carriages built on the American system, much of the trade has fallen into the hands of the coach-builders of the United States.

The tastes and requirements for private carriages have eAridently of late years taken a great change. The Eng- lish department does not contain a single carriage fitted with a hammercloth ; such carriages are still used by the high aristocracy of England during the London season. There were two excellent examples of town chariots with hammercloths sent to the Exhibition of 1851 ; and it is to be regretted that such carriages, which are capable of bringing out the best abilities of the constructors, are not to be seen in the department : perhaps for some future Exhibitions, gentlemen of taste, wealth, and rank may feel inclined to give orders for such carriages, that they may be temporarily placed in a collection that is certainly not complete without them.

Nor is there a traveling carriage. We may now per- haps feel assured that the railway has the entire monopoly of transporting travelers on long journeys throughout western Europe ; there are still links missing in Spain, Italy, Sweden, Russia, and a few other States of Europe; but as regards the manufacture of private traveling car- riages in England, it is now evidently a thing of the past,

probably soon to pass out of mind, or only to be remem- bered by the older masters and craftsmen.

An important omission may here be mentioned as re- gards public carriages for the streets of cities and towns. Was London at last really ashamed of its dirty and rickety cabs 1 As regards its street cabs, London is worse sup- plied than many Europern cities (with the exception of a few clean and well turned-out Hansoms), and far worse than most of the English provincial towns. There is no necessity to vary the size and build of such vehicles, as they exist here in only two types : the " Hansom," as an " open one ; the " four-wheeler," as the close one. They might be produced in great numbers by machinery ; all the parts might be duplicates one of another ; the wheels, axles, springs, bodies, seats, &c, might all be made of one size and gauge, to interchange ; the rapidity of manufac- ture, facility of repair, and general economy of produc- tion would appear to be advantageous to all parties ; and those of the public who cannot afford to keep carriages of their own, might be carried in vehicles that should be at least clean, safe, and comfortable ; and with a little more care in warehousing they might be brought into use with- out that very pungent smell of the stable, that is proba- bly disagreeable to every one except the owner and the genuine London cabman. For many years the public omnibuses in Paris have been made on this plan ; the various parts are made alike, and to interchange ; the fa- cility and rapidity of repair in such cases is more advan- tageous than may at first sight appear, as every day the vehicle remains idle under repair is a loss to its owner, whose profit depends on its being at work and earning money.

The choice of carriages for display was entirely left to the discretion of each exhibitor, so that it was quite a matter of chance what carriages were represented, and what entirely unrepresented ; it would even have been possible that all the carriages on their arrival might have turned out to be broughams when the packing was re- moved. It may be worth while to consider, in future Exhibitions, whether some plan could not be adopted of showing all or most of the carriages in use at the time ; and whether it is necessary to the best possible display that exhibitors should have nearly an equal amount of space allotted to them, whether their productions are first class, second class, or only one remove from third class. The object of these periodical displays is probably to in- terest and attract British and foreign sight-seers and pur- chasers, and if possible to leave an impression of their general excellence. It is likely that many of the objects shown will hardly receive a glance from visitors, while others will excite their admiration and desire to become the possessors : the question to be considered would be, whether more benefit would not accrue to the whole trade by a display verging on perfection, rather than by a very mixed display, of the merit of which doubts should exist in the minds of visitors ; besides the greater attractiveness of high quality in design and execution, over mere quan- tity and variety.

The reverse of this plan seems to have been adopted with some success in several departments of manufac- ture : such as " engineering," " pottery," " jewelry," &c, &c, where the most distinguished manufacturers have . such space and positions allotted to them as induce them to make great efforts, and incur great expense to produce a display that attracts much attention, and indirectly ben-

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January,

efits the whole trade by the amount of notice drawn to the productions of their class, besides the advantage that is afforded to workmen and manufacturers, by having the best productions of the time freely submitted to their in- spection and criticism, and enabling them to make many real improvements.

There seems an increasing desire on the part of British and foreign carriage -builders to show their carriages in a partially finished state. This seems to indicate a straight- forward desire of convincing the public that the wood, iron, and workmanship concealed by the painting and lining are as good as they should be to insure durability : although not possessing so attractive an appearance to the general public, many purchasers will not be at all dis- pleased to find they are served with wood and iron of first- rate quality.

Woods are shown in such great quantities and of such excellent quality by many of the English colonies, that it will be strange if the colonists do not open a trade with the coach-builders of Europe. The difficulty of bringing the producers and consumers together seems to be the great hindrance to opening a trade : if they could be brought into contact, either personally or by letter, a di- rect trade might soon be opened, probably on a small scale at first. Erom the excellent quality of some of these woods as regards strength, toughness, elasticity, size, &c, they would probably advantageously increase the supply of woods that are serviceable for carriage-building. The list of useful colonial woods for the coach-builder, insert- ed in the report on the carriages of the Paris Exhibition, seems up to the present time to have remained a dead letter. This is probably owing to the compartively lim- ited circulation of these Official Reports ; were they pub- lished separately in the same form, or perhaps with the parts of the Illustrated Catalogue, and sold at a cheap rate, they would have an increased circulation, and fall into the hands of practical men at home and in the colo- nies, who would carry into practice what can only be re- ferred to slightly in a general Report.

The only new woods recently adopted by the English coach-builders are the Canadian black walnut and Amer- ican hickory. The former grows to a great size, and is advantageously cut into panels, which are free from fig- ured grain, and for many purposes are an excellent sub- stitute for Honduras mahogany. It must, however, be recollected that it requires time and great care to intro- duce new woods into a manufacture like that of carriages : they must first be thoroughly seasoned ; it must then be ascertained by experiment if they require any peculiarity of treatment, or care in working ; then if they are adapt- ed to the variations of our climate, and what effect a hot sun in summer, or a continuance of wet in winter has upon them. The black walnut has been adopted by many of the principal upholsterers and piano-forte manufacturers for their internal fittings. The hickory is a most valuble wood for the spokes of light wheels.

Of all people, the Americans seem to have been most successful in applying machinery for working wood. One of their most successful applications is the making of wheels by machinery. Not only have they an excellent supply of light and tough woods, but the skill they have acquired, especially in making light wheels for carriages, has produced for them a great reputation. A trade has' now sprung up in the importation of these light wheels to England for broughams and other light carriages. [The

Editor of this Magazine is constantly supplying such orders.]

A self-acting double-fold step of very ingenious con- struction is sent from the Duchy of Hesse.

On a brougham sent from Russia is an ingenious double- action spring door-lock, so that the inside and outside door-handles act independently, thus reducing the friction and wearing of the spindles. The same manufacturer shows an excellent " droski," the national carriage of Russia. As such vehicles are the most numerous and the most popular in Russia, this one deserves notice, especially as its construction is so totally different to any English carriage. The mode of attaching the shafts to the horse and of harnessing him, merit inspection, as it is said that horses harnessed on the Russian plan rarely fall — in fact, are much supported by the way they are put to their work. The lightness and strength of the Russian harnesses particularly merit attention, the leather part being so light as to appear unsafe to English eyes. This, however, is due to their peculiarly prepared harness leather, which is marvelously strong. As the Russians are almost as great in their way at driving, as the English in theirs, their harness and methods of attaching horses to their work are worth attention.

Many and very considerable changes have taken place in the manufacture of carriages since 1851, mainly in consequence of a smaller breed of horses being used, so that a demand has arisen for smaller and lighter carriages. In point of weight there is a remarkable difference in the carriages of this Exhibition and that of 1851 : it is prob- able that there is an average diminution of about one- fourth in the weight of all the carriages shown in the British department. Added to this, manufacturers have endeavored to combine greater elegance of general design with reduction of weight ; under this head several manu- facturers have combined the attributes of comfort, light- ness, and elegance with great success.

In the combination of colors, the British department has also shown progress, many of the carriages being both painted and lined in excellent taste ; the selection of colors showing attention to a point on which much of the appearance of a good equipage depends. As the best de- sign, workmanship, and material may be entirely neutral- ized in appearance by a bad selection of colors, this is a point that can hardly be too strongly insisted on : there are, however, a few rather glaring departures from the general care shown on this point. Not less so is the still prevalent practice with some coach-builers, of overloading with superfluous ornaments carriages which from their con- striction are evidentlyintended for ordinary every-day use.

Another improvement very recent among the British coach-builders is the use of tough steel instead of iron for carriages that are required to be built very light. This material might perhaps be more accurately described as a very dense, hard, and tough iron, that is capable of weld- ing, but requires somewhat more care than ordinary best carriage iron to work, than which it is about three-eighths stronger, giving a considerable diminution in weight when used throughout a carriage. It is also applicable for coach screws, nails, bolts, and clips. They have this ad- vantage, that, being of equal strength, with less bulk, the holes necessary to be made in plates or stays need not be so large ; as although holes are absolutely necessary to attach 'them, the smaller they can be made, the less they weaken the object they are made in.

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The manufacture of fancy wood panels, imitating inter- laced basket-work, is now established in England. This very ingenious invention is due to France, where it was first made by a retired soldier of the Empire, named Fert, who not only made large quantities for the French coach-builders, but for some time exported a considerable quantity to this country. By improved machinery it is now made in England more accurately, and in a greater variety of patterns than in France. It is much used to give a light appearance to small carriages, principally for country use. It forms a neat and durable substitute for the real wicker-work formerly used, which rapidly be- comes deteriorated by mud and moisture. (To be concluded in our next.)

fjome Ctrxl^

A TALE FOR THE TIMES.

BY GEORGIANA E. WATSON.

My grandmother believed in dreams, and many a time have I listened to her relation of very wonderful ones, especial revelations to herself or some of her friends. They were not dreams that really came to pass, nor did they " go by contraries," but generally bore some mys- terious relation to the present or the future, and were quite as capable of a double construction as the answers of the Delphian oracle. Strange as it may seem, my childish love of the marvelous, albeit it led me to listen with eagerness to their recital, never gave me any faith in their fulfillment, though the good old lady never failed to confirm her own assertions by a reference to a certain venerable prelate, who, she says, affirmed " that there were some dreams that had warnings in them." With this be- lief in dreams was mingled, too, not a little of faith in ghosts and spirits, witches, and contracts possible to be made with a certain gentleman whose family name may not be mentioned to ears polite.

But I was skeptical, wondrously so. I loved dream- land, and spirits, and fairies, without a fear. I can remem- ber that I often wished to go to sleep and dream my childish fancies over again ; and in my love of spirits, mysteries and dreams, if I have grown older I have grown no wiser. I love them yet. But with my quiet life among romantic scenes in the country, and my dreamy student life among books, where I sometimes can hardly tell whether I belong to the mighty past or the busy pres- ent, has come the feeling, that

" Hands of invisible spirits sweep the strings Of that mysterious instrument, the soul — And play the prelude to our fate."

But visible spirits, knockings and the like never reach my faith, though, if you will not laugh, but read on, you may think that, " if seeing be believing," / ought to be cred- ulous.

One day, strolling into the churchyard at T , where

for many years, in the quaint words of my favorite author, " the spire of the church has marked the passing time on a dial, the hours and minutes of which are the graves of men," I thought that if any spot should have its presiding ghost it is this ; and though I believe the good people are too sensible to fear what to them is a hallowed " God's

here," it is quite certain that the bridge just below was the scene of Ichabod Crane's adventure with the " head- less horseman," while on that knoll just beyond the boun- dary fence are the remains of a slight fortification used during the Revolution. It was to this spot I went, on an Indian-summer day, when the " silent ministry of the frost" had flung a robe of many colors over the woods, and the purple aster and the golden rod mingled with the many-tinted leaves to form a gorgeous coronal for the dying year.

Sitting down upon a strange, flat stone, I thought of the sleepers around me ; how quietly they were lying there — of the two pastors resting among their flocks — of the little children, and the old people, who had been borne amid tears day by day to their graves, and how many were there whose resting-place was unmarked by stone or tab- let. Thus I mused away the time, when directly I saw a figure approaching me ; but it was broad daylight, so I supposed — though I did not see him — that the intruder had climbed the fence, as I did the day before, where the rails were off. When he came nearer, I saw that he wore the dress of the olden times — small-clothes, a queer coat, and a Rip-Van-Winkleish-iooking hat ; but there was a very human look about his face, and when he spoke his smile was as bright as the surface of a Dutch pewter- platter.

" You choose a strange place to visit," said he, as I bowed at his approach ; " these are rather silent com- panions around you."

There seemed nothing unearthly in the tones, and I an- swered : " They are silent, but I am selfish and like to do all the talking myself, so they are more agreeable than the living."

" Well, well," said he, " every one to his taste ; for my part I prefer the living ; yet times are changed, and one who liked the ways of eighty years ago, will not be very well suited now — and might almost as well be lying here."

I looked at him — eighty years ago ! thought I, and he evidently saw my surprise; for he smiled a broad smile. " If you can remember those days," said I, " you must have strange stories to tell of them ;" then came the smile again. " Yes, but people now-a-days are too busy to listen to them," he replied ; " I could tell you of many that are here ; of the farmers and their fraus, who used to come to the church on Sundays ; stout dames were they, who could spin and make butter and cheese and take care of their children, while the men quietly smoked their pipes, and talked over the affairs of the church and the Governor's doings, or of the grave — wise subjects that the Domine and Schoolmaster discussed of when they met." Lsaw that my visitor was delighted with my attention, and I did not attempt to interrupt him ; but I must give you his story more briefly than I heard it.

" Do you see that stone," said he, pointing to one a lit- tle way off. I nodded my head, for the grave-yard looked strangely. There appeared fewer graves than when he began to speak ; but I looked and he went on — " that is Dame Von Scaick's ; the name is almost obliterated now ; but she was once the most notable woman in all Sleepy Hollow ; she would have the floors of her house scrubbed every day, and no carpets on them — for she said they were fit only for people too lazy to use a mop — and the yard and the barn were clean, you may be cer- tain, and even the pigs were scrubbed once a wreek !

THE NEW YORK COACH-MAKER'S MAGAZINE

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When she died the Domine said that ' she did not only- keep clean the outside of cup and platter' — they were always so bright you could see your face in them — ' but, that she took care of the inside too.' Poor Herr Von Scaick lamented her dreadfully, and had a mop and broom cut upon the stone, for, he said, she always had them in her hands, and these would remind him of her quicker than anything else.

" Yonder broad stone," he continued, " is all that now tells of Frau Van Vampt, who was the only woman in all the country round that ever seemed to think she was as wise as her husband. The gossips said it was a lucky day for Hans Van Vampt when he married the only daughter of old Rodwig, for none had such stores of linen and woolen as she — and the farm was hers too, for there were no sons — but the wiser ones shook their heads, and said that Hans would find his hands full with his wife. But the wedding was a grand thing, and people would not listen to what the young men said, for ' it was nothing but envy of Van Vampt's good luck.'

" Hans had always been a merry fellow. He wore the gayest of blue coats and brightest of brass buttons — his hat was never straight on his head, but put upon one side, and none were more ready to smoke a pipe with a friend, or enjoy a joke, than he. For awhile it continued so — the laugh was just as ready and the twinkle of his eye told quite as often of the fun that was coming — but, by-and- by, there was a change came over him ; he began to sigh sometimes, and in a year (a surprisingly short time to the good folks then, for. when they were married, they sat down to be happy and contented for the rest of their days) — in about a year — Hans grew very sober and did not take the jests of his friends as good-humoredly as of old — his hat was no longer put on with such a care-for- nobody air as formerly, but oftener hung over his eyes, and soon he was the topic of general gossip among the women, who wondered what was the matter with Hans, for once he was the life of the village, but now his last practical joke had been long forgotten.

" The truth was — and the guesses of the good dames were about right — that his wife was too much for him. Hans was not the most prudent fellow in the world ; but he could not bear to be told of it ; and she was constant- ly scolding him that this or that was not done, or done very differently from what she would have it. He bore it for awhile, but it made him sullen, so that he would sit and smoke his pipe without saying a word for hours. One day he came home from market where he had been rallied on his dullness, and the frau scolded him for having staid so long. ' Dunder und blitzen,' broke forth Hans ; 'make your cheese and work your farm ; I will go to Niew Netherlands directly, and then we will see who will call Hans Van Vampt a fool.' So out of the house he went, and straight down to the sloop that once a month came from Niew Netherlands to Albany and stopped along the river to bring tobacco for the men, and trinkets for the youths and maidens.

" Now Frau Van Vampt's troubles began ; she could not believe at first that Hans had really gone, for she never meant he should go ; but, finding he did not come home, she made up her mind to show her spirit, and went to work ; and sad work she made of it, for while she was gathering apples, the curds and cream were spoiled, and when she went to the barn, young Hans, who was creep- ing about the kitchen, threw over the bench and raised

a new lump on his scull. Then she took it into her head that the home was haunted, for — (and here I saw him smile) — the men pitied Hans and managed to do strange things about the house and barn."

Just as this sentence closed, I heard the whistle of the steam engine, and turned my head to see how high the sun was. When I looked again, my friend was gone — where, I could not tell — only I saw a strange motion among the grass over one of the mounds near me. I arose and walked home, wondering what would have been the conclusion of the tale ; or whether it would have had any, and thinking what the defenders of woman's rights would say to it, and whether they would admire the spirit of Frau Van Vampt. When I told my adventures at home, some laughed and said I had been dreaming ; others declared it "was only one of Lizzie's fabrications;" but sister Susie whispered, " you have been talking to a ghost /"

I shall not say what it was, but if I ever see my old friend again I will get the remainder of the story and tell you what became of Hans and his Frau, who, I suspect, was in the end very sorry for having thought herself so wise, and glad to send for her husband to take care of the farm — and her, too.

feit JlMratiffits of \\t §M%

ENGLISH LANDAU. Illustrated on Plate I. The original from which our drawing is taken, although, as we are informed, not expressly made for exhibition, was a contribution to the late International Exhibition from Messrs. Whittingham & Wilkin, dealers in carriage- builders' materials, 136 Long acre, London, and is a very fair sample of the English style of the Landau, very pop- ular in that country the past season. The body (a little too deep for our latitude) is painted in imitation of cane- work, to show off which was one object in exhibiting the vehicle. Whatever criticism we may exercise as Ameri- cans, it must be conceded that this Landau is built with graceful and easy-flowing outlines, flat falling heads, and a general exercise of artistic taste which challenges our admiration. We notice that the builder of this vehicle has adopted our combination spring, published eighteen months ago in this work, on page 10, Volume IV. As a family carriage for summer or winter use, in our judg- ment, none equals the Landau ; and yet they have never been popular in this country.

GIG WAGONETTE. Illustrated on Plate II. Through the courtesy of Messrs. Brewster & Bald- win, of Broadway, New York, we are enabled to present our readers with this beautiful draft of a combined gig and sociable. This kind of vehicle is found particularly useful for boarding-schools and watering places. They

1863.

THE NEW YORK COACH-MAKER'S MAGAZINE.

are certainly calculated to promote sociality, as, omnibus fashion, the passengers are seated face to face.

In building, the gig portion may be made from white wood plank, two inches in thickness, with the swell and mouldings worked on ; or, with increased labor, the same may be framed and paneled as in the old mode. This portion is afterwards secured to the bottom-side, this last being made in such form as to shape the back portion of the vehicle. The square portion of the back-quarter, rep- resenting French basket-work, should be sunk into the panel, or else painted in imitation of it. The general construction of the carriage is so very simple that further detail may with reason be dispensed with.

LIGHT BUGGY. Illustrated on Plate III. Some persons seem to think that so apparently in- significant a vehicle as a buggy requires but little exer- cise of talent to insure elegance. We assure all such that they are very much mistaken. To design a really handsome buggy requires taste of the highest order, and such we pronounce the taste which produced our draft. Although simple, a buggy made with good judgment after this model produces a salable article. We know from experience. The side piece for the body together with the moulding at the bottom are both worked out from solid ash 2x2 inches, and afterwards secured to the frame of the body in the usual way. The details are so well expressed in the drawing that any further remarks would be superfluous.

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IRON CHECK-LOOP. This sectional diagram is drawn to exhibit the under side of a buggy, and show the position of an iron check- loop, intended to prevent the breaking of the bolts that

secure the body-loops to the spring-bar when the ve- hicle is in use and falls into ruts. The check -loop is made in the form of the let- ter T, the top taking the two bolts securing the spring-bar to the spring at A, and the lower end of the T taking two bolts through the floor of the body. The effect of this simple contrivance is to break the force of the upward strain imparted to the body-loops from concussions in passing over bad roads, whereby the hanging-off bolts are often broken at the head, if not subjecting the passenger to danger, yet ex- posing his vehicle to great damage. This loop we have found by experience to be an effectual remedy for the vol. v. — 2

purpose intended, and worthy of trial by our friends. Try it for yourselves, and see if we are not correct.

ANOTHER ANTI-RATTLING FIFTH-WHEEL.

On page 191 of our Fourth Volume, we presented the reader with a diagram of an improved fifth-wheel, so contrived as to preven any difficulty complained of from the rattle common in that part of a buggy. The present

is a different remedy for the same purpose, which we will endeav- or to describe.

The letters q q q q, represent the under half of the fifth- wheel, forged with a solid clip, by which it is secured to the axle in the usual way. In this lower or under half of the fifth-wheel, indicated by the dark line extending doAvn from a, a circular slot is cut, to allow a bolt through the upper half to play when the ve- hicle is locked — tech- nically, cramped. This bolt — more properly, pin — is forged T-fash- ion, solid in the top circle-plate, and ex- tending through the slot in the under-plate, receives a nut on the under side, between which nut and the.cir- cle-plate a small, cir- cular piece of india- rubber is placed. The effect of the arrange- ment is to prevent the usual clatter consequent on using two parallel plates, by confining them together, the rubber acting as a spring to confine them when going over smooth roads, and yet permitting play enough for separation when passing over rough places, or falling into ruts. This fifth-wheel, like the former one, is untrammeled by any patent, and free for the use of all. It is frequently adopted for the finest made New York buggies.

BESSMER'S IMPROVED STEEL.

Bessmer, whose experiments in making steel six years ago attracted much notice, it appears from our foreign files, has completed a revolution in the manufacture, cheapening the article and improving its qualities. Speci- mens have been bent and twisted cold, showing it to pos- sess ductility in a remarkable degree, and it is even more plastic and manageable than copper. Samples have been submitted to the tests of bending and twisting in both the hot and cold states, without previous annealing, with the most satisfactory results. A plate of 18 inches diameter

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THE NEW YORK COACH-MAKER'S MAGAZINE

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has been forced through a series of dies until it formed a tube 13 feet long and If inches diameter, without pro- ducing either a fracture or flaw. In drilling holes through a plate continuous shavings are formed by the drill ; whereas, in the same process with copper and Low Moor plates, and most other metals, the shavings are not more than T\ th of an inch long. Thin sheets of this soft steel may be bent backwards and forwards many times with- out breaking, and are said to be nearly as malleable as paper.

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ABOUT SPONGES.

Evert painter understands the value of the sponge in cleaning the surface of his work ; but probably very few are acquainted with its history. The fine kinds of sponges come from Turkey, and are sold at the apothecary shops. This country is chiefly supplied from Barbadoes, The Bahamas, Key West in Florida, and Nassau, New Provi- dence, this latter place now famous as the starting point of the English merchants engaged in supplying the rebels with contraband goods — a species of sponging our Euro- pean friends have not as yet found very profitable. The coarse kinds of sponge, such as are in common use among painters and other branches of mechanics, are brought from the Bahamas. All sponges, except those included in the genus spongillia, are marine, differing very much in their habits, some growing at greater depths than others, the finer ones (those from Turkey) being found in water thirty fathoms deep.

Sponges belong to the lowest class of animals, the skeleton of the living sponge being clothed with a fibrous net work, strengthened by spicules of mineral matter, and covered with a soft, fleshy substance. In the spongia offi- cinalis, or ordinary sponge, the skeleton is almost entirely destitute of spicules (sharp points like a dart), but the curious and beautiful Barbadoes sponge has its entire net- work composed of silex almost as transparent as glass. Sponges attach themselves to rocks and shells at the bot- tom of the sea, and are obtained by the divers and de- tached from their fastening with a two-pronged fork fixed in a handle. When the sponge is taken from its bed, it is placed in a crawl for cleaning. This crawl is constructed of stakes about two inches thick, driven into the mud, forming a square of twelve feet, high enough to prevent their washing out. Here the sponge is soaked and wash- ed frequently, after having been buried in the sand eight or ten days, when it loses the animal matter so offensive to the smell, and is then fit for commercial purposes. There are four kinds of sponges — the yellow, glove, velvet and moss. The yellow is of the most value ; the glove, which is the toughest, being on account of its soft- ness most fitted for our purposes. The real value of this article may never be estimated until we are wholly de- prived of its use, and are left without an article to supply its place, so prone is man to underrate " little things."

DISHONEST VARNISH DEALERS. Mr. Editor : Dear Sir — Some time ago I sent you a communication exposing the improper and unlawful prac- tices of some parties in the varnish trade (see page 213,

Vol. III.), with some instructions to our mechanics how to treat the actions, and threats of those practicing them. I have since discovered another mode of deception I did not then understand, although perhaps my ignorance of matters so directly connected with my business ought not to be excused. After emptying the casks of the dishonest traders I then exposed, it turns out in many instances their casks do not hold within twenty per cent, the amount charged for. Now I would inform all such mechanics as read this what I did not know myself until recently. Probably many of them know it already ; but it may be new to some, and if I can put any one on his guard, I shall be satisfied.

The contents of each cask ought to be found marked on the head thereof, by the gauger, by figures cut into the wood ; but these dishonest fellows, which I have shown up, are in the habit of stenciling the measure on the heads of their casks. This may in almost every instance be counted as an untrue indication of the contents. Always look for the gauger's mark as your safe guide.

Yours, Badger.

ORNAMENTAL DESIGNS.

Illustrated on Plate IV. These designs are all of the garter character, with fillmgs-in of our own adaptation, and of the kind now used in New York for buggy panels. Our patrons can vary these fillings-in to satisfy their own fancies, and thereby produce ornaments in great numbers. We shall in coloring leave the artist to exercise his own judgment, and dismiss the subject with a few general remarks. It is customary, in the first place, to lay gold leaf over the entire figure, afterwards shading the central portion of the garter with blue, red, yellow, &c, leaving the edges in gold. The chain, diamonds, spots, &c, may be added with red, yellow and black paint ; exercising such in- genuity as the laws of contrast with the surrounding col- ors would seem to require. A judicious use of colors will produce very pretty figures as simple ornaments for Amer- ican sovereigns.

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loom.

IMPROVED MODE OF LINING BUGGIES.

Recently great improvements have been adopted in the mode of trimming New York-made buggies which imparts to them a taste and neatness never reached by the common display of gew-gaw ornament adopted in some localities. We do not say this with any design of reflecting upon the style of country-made work (for, from personal experience, we have found it our interest to study the tastes of the public, which is our purchaser) ; but, be- cause the fact is so patent to the minds of all lovers of correct judgment as to stand undisputable. Under these impressions we present our readers with a sectional view of the interior linings of a buggy drawn from one of ac- tual manufacture, premising that our artist has purposely left out one of the cushions, for the purpose of showing the iron-work adopted in attaching a shifting rail to a round-cornered seat. This seat is or should be as care- fully painted on the in as the outer side, doing away en- tirely with the necessity of lining it.

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The first thing which strikes the eye of the mechanical observer will be the absence of the sun-curtain, so long in

vogue and so difficult to keep clean ; and instead thereof appears the beautiful festoon-fringe at the side, and a fancy formed valance for the back ; this last being made of leather, and covered with cloth to match the head- lining, and stitched at the edge. Along the side, above the fringe, is placed, as a substitute for broad-lace or the more recent leather belt, one formed of buckram, leather and cloth, in combination. To make this belt take two strips of buckram, about If inches in width, and around these paste cloth to match the head-lining, and afterwards bind the edges with strips of patent leather. The belt may be further ornamented by stitching, as in our exam- ple, or left plain, as fancy dictates. The festoon-fringe has become an article of commerce, and may be purchased of the dealers for about $2 the piece.

The trimming of our lazy-back is also something new. In this example, before the cloth is nailed on to the frame, it is lined and laid-off in diamonds. Then it is secured to the board by nails at the points, and after stuffing is tacked at the edges — the top edge to the top of the board plain, and the bottom edge sewed to a valance. On the top edge of the back, Ave next nail two parallel strips of leather, answering for seaming lace, between which two strips we blind-nail a strip of split rattan, to hide the seams. This rattan we cover with cloth, in some instances plain ; in others we wrap it with chord after the manner of the seat-rail in Volume I., on page 172, and afterwards cover this with leather.

The cushions and falls also deserve notice. The cushion fronts are made of either cloth or leather, it be- ing understood that the cushions are of cloth. The raised squares in the fronts are obtained by inserting twine, and in our drawing are shown by black lines. The falls are more complicated and deserve a minute description. About one-third the distance from the ends are seen two.

plaits made by folding the cloth. Near the two ends, down the middle and along the bottom, dark lines are seen representing strips of chorded leather. On each side of these chorded strips appear other strips about f of an inch wide. These are covered strips of buckram, covered with cloth, and afterwards sewed to the fall. This work is all done by the stiching machine ; to do it by hand alone is simply absurb. The roll-stick, as may be seen, is in keeping with the finish, as described for the top of the lazy-back ; that is, a round stick is wound with a small chord in a spiral form, and afterwards covered with patent leather. A more particular description might be given ; but the practical trimmer, with the common amount of brain, will easily be able to supply the remain- ing details, especially when furnished, as in this case, with an admirable drawing of the thing described.

Before closing we would remark that instead of using under oil-cloth carpets, it is usual to paint the bottoms of the floor. We need not tell our readers why this is done. The rotten oil-cloths, made so in the frequent washing a buggy undergoes, at the hands of livery stable employees, will suggest the propriety of this course. A fine tapestry carpet, neatly knobbed so as to be readily detached, will supply all the carpet needed for a buggy. This should be removed while the buggy is being cleaned.

WAS IT WELL?

BY LUA DELINN.

" He doeth all things well."

But was that well ? Ah ! was it well ? You bid me " Bow humbly, and be content, That the Father should take what His love had lent." Say, " He ordered it thus in love." Ah, no ! He but permitted the fearful blow. But why permit such a blow to fall ? If he love us, why let us be grieved at all ? 'Tis only kindness can win the heart, And love compelled is of love no part. You say, " When the good pass through death's dark door, Of the ' shining ones ' there are all the more." The more in heaven, 'tis true ; but tell, Are they needed not on earth as well ? Oh ! was it either wise or well?

Never heart more loving in woman's breast ; Never cooler head bore a warrior's crest ; And his lofty brow was as childhood's fair, And frank — all his soul seemed written there. A proud, brave spirit, yet gentle and true, Looked ever forth from his eye of blue. Should he strike in wrath, not the strong might stand, Yet he led the weak with a gentle hand. God-fearing, but of naught else afraid, And loving God, loved all that He had made. The type of all that is good and true ! In the wide world his peers were few. The many live, but there's one the less Of the pure and good the earth to bless ; And yet you would tell me that I rebel, And chide when I ask, was it wise or well t And still I ask, was it kind or well ?

But the question comes, " Shall the thing of dust

Than its Maker be more wise or just ?

Shall a weak mortal dare defy

Or chide the God of earth and sky ?

Or even doubt the love of Him

Whose watchful eye is never dim ?"

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I ask no more, Was it wise or well (Though perchance my heart may yet rebel) ? No more I question if twas kind, But close my eyes (for faith is blind), And say, although I may not feel, " In love He smote ; His love will heal ; ' Me doeih all things well !' "

(Editor's 8alork-I)mcf}f

TO OUR FRIENDS.

The unparalleled advance in the price of printing and paper — the last from 13 to 25 cents per pound — in conse- quence of the war, has compelled our cotemporaries to increase the price of their several publications, or else stop altogether. Our own publication is affected in the same way. To meet the increased expenses, $5 would scarcely pay ; but we intend to compromise with our friends, and have fixed the prices — to take effect after Feb- ruary 1st — at 4 dollars for single subscriptions ; 7 dollars and 50 cents for 2 copies, and 11 dollars for 3 copies; Canada subscribers to add to each copy 12 cents to pre- pay the United States postage, required by the law. Un- like our cotemporaries, we intend to sell our old volumes at the old prices, in the hope that our friends will take advantage of these low rates and send for them at once.

The Fourth Volume, just closed, embraces the period extending from June, 1860, to November, 1861 — eighteen months. The present volume will be issued in a similar way — for January, March, May, July, September, No- vember, December, 1863, and for January, February, March, April and May, 1864, bringing the commence- ment of volumes around to June again, in 1864, Avhen, we trust, war will be ended, and the prosperity of business once more established. At our present rates we shall lose money by publishing, unless the friends of the Maga- zine volunteer their aid in increasing its circulation. "With no expectation of realizing any profit or reward from our own labors, in publishing the Fifth Volume, other than the consciousness of having satisfied our friends and dis- charged a duty we owe to a generous public, we leave the matter in the hands of the craft, hoping they will not for- get their organ in this hour of trial.

PROPOSED COACH-MAKER'S PROTECTIVE

ASSOCIATION. An annoying system of espionage has within a few years been practiced in this city and some districts of the country, rendering it extremely hazardous for the coach- maker to pursue his regular business. If he does not in- stitute an inquiry before he commences building a car- riage, to ascertain what is patented and what is not, he is very likely to be visited soon after by some contemptible vagabond, too lazy to obtain an honest living by labor

and yet possessed of sufficient art to rob a man by law, threatening all kinds of trouble, should the poor mechanic not put his hand deep into his pocket and " shell-out" on the instant. If the threatened individual is in the least degree troubled with nervousness, the patent leech is very likely to succeed in " lining his own pocket " on his first attack. In any event, a second visit to the terrified man is very likely to squeeze something out of him as a pun- ishment for having infringed upon the pretended patent right of Mr. John Stickemsure, or some other person equal- It/ as ingenious. Perhaps the distressed party had only a few days previously been robbed by some other harpy of the same grade, and now this repeated annoyance has a tendency to discourage him altogether.

To provide a remedy against all future piracies from these itinerant robbers, we suggest that the members of the trade immediately interested forthwith call a meeting for the purpose of organizing a Coach-makers' Protective Association, the base of whose operations shall be in New York City. To this Association might be added the names of such members from the rural districts as are willing to join it, and pay in the fees — say $10 for each member or firm. The fees, as paid in, should be used for creating a fund, and deposited in some safe Savings In- stitution, where interest would be accumulating, and be devoted to a specific purpose — the legal defence of the members of the Association against all shameless impos- ters and humbug patentees.

An Association of the nature proposed would very soon relieve the craft from annoyances of the kind noticed above, as the lank pockets and poor prospect of success, on the part of our enemies, would cause them to pause before resorting to the law against the full purse of a combination of interested defenders, every individual of which would be armed with ample testimony for a suc- cessful result. An Association of this kind would relieve the mind of the nervous individual, by assuring him that, having paid his money, the Society of which he is a mem- ber " is bound to see him through," and supply a large share of comfort to the more brave.

The importance of such an Association as the one now proposed can scarcely be estimated. A moment's reflec- tion will show that a committee appointed by such an association could be formed, whose business it would be to examine into the validity of patents, and when found " all right," so report it. Of course, no honest mechanic would be inclined, under such circumstances, to infringe upon the rights of others, the object of the Association being merely to protect its members against frauds. There are many reasons for the organization of " A Coach- makers' Protective Association," of the kind we have briefly sketched, but which space will not allow of our enlarging upon this month. Meanwhile we trust our readers will give this subject their serious attention, and

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duly act before they find themselves hedged in so effectu- ally that they must either stand still and be fleeced or else turn their attention to some more safe way of obtain- ing an honest livelihood than carriage-making.

FOREIGN IMPROVEMENT IN CARRIAGES.

Under this heading our readers will be furnished, from time to time, with descriptive notices of all the im- provements made in carriages in Europe, as far as we can collect them from our foreign files. In doing this we have two objects in view. One is to give the craft a re- flex of what is doing across the Atlantic for their improve- ment ; the other is to furnish them with such facts in regard to patents as will serve to check the frauds unprin- cipled men in this country are practicing upon the com- munity, in affirming that they are the original inventors of a patent, where, when the truth is discovered, they are found to be merely thieving geniuses ; in fact, swindlers of the worst character, getting their living under a system of false pretenses.

Metal Carriage-bodies. — From the Artizan, we learn that the Messrs. Pickins, of Birmingham, have just specified a patent metal carriage-body, with the object in view of combining strength with lightness. They take a rod of metal, and bend it into the required shape for the seat, and weld or otherwise join it at the ends ; then a second bar or rod is bent into the form for the back of the body, and its ends joined to the seat-bar or rod. Transverse wires or rods are afterwards fastened across the seat-frame, and one or more fastened midway of the back frame. The skeleton-frame thus formed is com- pleted by adding a number of crossed wires of an orna- mental configuration, following the sweep of the back and decorated with woven wirework and wire scroll. It is recommended that the whole should be galvanized. Our readers will do well to study, in connection with the fore- going, an article entitled " Iron Carriage-wheels," on page 177 of our Fourth Volume.

Opening and Shutting the Heads (Tops) of Car- riages.— C. H. & E. Morgen, in England, have patented an apparatus for the above purpose, by which the head is opened and closed at the will of the coachman, by pressure on a lever as he sits upon his seat.

Improvement in C-springs, when used without a Perch. — J. Dodge, the inventor, tells us that his object is to insure the axles of carriages in which C-springs are used without a perch, being retained in their proper position, and thereby prevent the irregular running or " wabbling " of the wheels. To accomplish this, he applies two paral- lel rods, by means of a clip on the axle, and through a brace or braces to the free end of the C-spring ; the op- posite ends of the parallel rods may be attached to the body of the carriage, or otherwise.

Self-weighing Cart. — A self-weighing cart, desig- nated the " Voiture-bascule," has been patented in France and England by Messrs. Debruil & Co. This invention enables the owner to weigh his load without removing it from his cart, at any place where it is received or to be delivered. The Voiture-bascule is merely a combination of the ordinary cart and steelyard weighing-machine, so arranged as to be as firm as any ordinary cart ; consisting of a strong frame mounted on wheels in the usual manner, the body being made entirely separate. The steelyard is fixed in the center of one side of the frame, the short arm being connected by a rod with the end of a lever passing in the same direction as the axle, the opposite of which is keyed to the fulcrum, which is attached to the other side of the frame. Between this fulcrum and the rod attached to the steelyard there is a saddle, connected with the apexes of two triangles, the bases of which are at each end of the frame, and are supported on knife-edges of hardened steel. While this cart is in ordinary use, the body is bolted to the frame, independent of the weighing machine ; but, to weigh, these bolts are removed, and four screws turned, elevating the knife-edges, and carrying the bases of the triangle about half an inch. Now, as this elevation causes the cart-body to be lifted upon other knife-edges upon the upper side (also at the bases) of the triangle, it follows that the weight of the cart will be thrown on the short arm of the steelyard, when the load may be weighed in the usual manner. The operation of weighing occupies about ten minutes.

OUR PRESENT NUMBER.

In issuing this new volume we have thought it to be an improvement to omit the newspaperish introduction to each original article, so frequently repeated in our previous issues, and follow the custom of our cotemporaries, — it being understood that where not credited, such is original. With one exception the present number is entirely filled with matter never before published. To secure our prop- erty against piracy, we shall copyright all cuts and mat- ter published in this Magazine hereafter. This, while it serves to protect us against dishonesty in other publish- ers, is not designed, as some of our friends have supposed, to stop them from using the plates as working models ; but to prevent their being transferred to the block and re-engraved for use as advertising cuts, or in getting out business charts and pamphlets. If any of them are wanted for such purposes, we are open for a liberal trade, and will furnish them cheaper than any one else can do it ; but we intend to stop this helping one's self to cuts where we alone have the legal disposal of them, as has many times been done since we originated this periodical. This, every reasonable person will admit, is no more than fair, and that those who transgress ought to suffer for their dis- honesty.

14

THE NEW YORK COACH-MAKER'S MAGAZINE

January,

EDITORIAL CHIPS AND SHAVINGS.

Wagon-makers and Blacksmiths in Dixie. — The rebel Congress has passed an act exempting from military duty editors, employees of telegraph and transportation companies, ministers of the Gospel, physicians, shoemak- ers, tanners, blacksmiths, wagon-makers, millers, overseers of plantations, superintendents and employees on govern- ment works, and one man to every 500 head of cattle. We are at a loss to tell why the craft South are thus fa- vored, unless it be that they may find time to build am- bulances and hearses. These will, without doubt, all be in demand before the war ends. As for the editors, they are not worth much with the musket, and are a worthless set any way — in the minds of some people.

Income Duty on Carriages. — A committee of car- riage-makers having waited upon Secretary Boutwell, at Washington, in relation to the unreasonable tax laid upon carriage-manufacturers, they received for answer that " he would liberally construe the law, so as to favor the trade as far as he possibly could." This liberal construction has since appeared in an answer directed to Messrs. Brewster & Co., of this city, in which he declares that there will be no tax on jobbing, but that on new work we must pay three per cent, on the amount of all sales when made. As springs, axles, &c, to nearly one half the amount of sales, have been previously paid by manufacturers, the duty actually paid by us is equal to a tax of 6£ per cent. What effect this unjust taxation may produce on the business remains to be seen, but our fears are of a most serious nature in regard to the matter, and we think the subj ect calls for special legislation by Congress this session, be- fore the trade is ruined, as was the case in England at the close of the eighteenth century. An examination will show (see on page 160, Volume Four) that we are taxed higher than were our ancestors, half of whom were driven into other branches of business for a livelihood. Superior enterprise of a national character may in some way over- come the difficulty, but the tax will undoubtedly retard the progress of trade among us.

Scientific Stupidity. — A short time since a country carriage-maker sent a communication to a scientific co- temporary, " asking for information upon the subject of set- ting wagon wheels so as to make them run easily on their axles, the questioner supposing that much depends upon the dish of the wheel. Instead of properly answering the question, as knowledge would have dictated, the " scien- tific" man runs into the egregious folly of recommending " ball axles " to the mechanic as a remedy. We have known several variations of the ball axle, all miserable failures. We know a coach-maker in this city who finished a car- riage with a set of axles referred to by the scientific man, and on its first trial two or three wheels came off in the street, leaving the boxes on the axle. This was when the " balls " were at the collar end of the box, and could not be properly wedged. Afterwards they were changed to the nut end of the box on the axle, in which position they can effect very little in making the carriage run easy, but are a very great disadvantage to the wheels, by cutting away the hubs for their reception so as to ruin them entirely.

Gauge for Setting Axles. — Our readers will rejoice to hear that our friend Harper has taken out letters pa-

tent for a gauge for setting axles. This is something we all very much need, and should it meet the expectations of the craft, two parties, we hope, will be benefitted — the inventor and his customers. We design to refer to this subject again, when we hope to be able to present our readers with an illustration and a further description of the instrument than we have space for this month.

Wheelwrights asking higher Wages. — The journey- men wheelwrights in New York, after several meetings held for the purpose, have obtained an advance of eleven per cent, on former wages. This business seems to have escaped the effects of the war, so detrimental to the inter- ests of carriage-makers generally, and the men are getting $10 per week.

A Novel Whiffletree. — A Maine inventor thinks he has discovered a plan for avoiding accidents where horses become frightened and run away. His whiffletree is made hollow, and strengthened by an iron plate on the under side. Through the channel in the wooden portion he passes a leather strap, which is made to play over roll- ers at each end. To this strap at the ends the traces are firmly fixed. The whiffletree is a stationary one, but the action of the horse and the motion of the carriage is such that, aided by the rollers, the leather strap works with ease, without noise or clatter. So much for the whiffle- tree— we pronounce it worthless.

Law of the Road. — Some remarks on this subject were given on page 178, Vol. III. A cotemporary gives as a reason why teams going in different directions, in this country, are required to turn to the right, the follow- ing : " When heavy four and six horse teams were chiefly used, the driver either rode the saddle-horse, or walked beside him, on the left side. This would make it more convenient for him to keep the right, in order to avoid collision. Drivers of two-horse teams almost universally occupied the left of the seat, and hence could better turn to the right." A better reason, we think, is found in the fact that it is much easier for a teamster to make his cattle " gee " than " hoy " on the road. Ask any farmer, and listen to his answer.

LITERARY NOTICE.

For special reasons, the present number of our Maga- zine was kept back a few days. The delay affords us the opportunity of noticing the January number of that ex- cellent monthly, The Atlantic. While nearly every other publication in the land has been compelled to raise the price or discontinue, the Atlantic for January (commenc- ing a new volume) gives 144 pages at the low price of 25 cents — cheapness combined with the excellence of the contents unparalleled in periodical literature. The num- ber before us contains a Christmas Story, by N. Haw- thorne ; An Essay, by Gail Hamilton ; In the Half-way House, by J. R. Lowell ; A Letter to the Women of England, by Mrs. H. B. Stowe, in answer to one from them six years ago. We hope England's ladies will read it carefully, and set about persuading their male friends to act more in accordance with their former principles, and not now give occasion to the world to stamp them as a nation of hypocrites hereafter forever. There are many superb articles in the number, which we recommend our friends to purchase and read for themselves.

1863.

THE NEW YORK COACH-MAKER'S MAGAZINE

15

[Reported expressly for the New York Coach-Maker's Magazine.]

AMERICAN PATENTED INVENTIONS RELATING TO COACH-MAKING.

August 12. Improvement in Velocipedes. — Alexis Longett, of New York City: I claim mounting the carriage body on three wheels, C, C, E, arranged on independent axles, a, and im- parting motion to two of said wheels, C, C, separately by cranks, J, through the medium of gear-wheels, e,f, bands, n, q, and grooved pulleys or sheaves, K, m, s, secured respectively on in- dependent axles, I, a, o, when said parts are arranged to operate in the manner and for the purposes specified. [This patent is intended for the use of adults, on common roads, to be propelled by the hands of one of them, and therefore has a legitimate claim to a notice in this Magazine.]

19. Improvement in Carriage Springs. — G. M. La Baw and P. F. Campbell, of Jersey City, N. J. : We claim the toggle-bars, c and g, fitted as set forth, in combination with the slide-bar, h, and spring, rn, in the manner and for the purposes specified.

26. Improvement in the Fifth-wheel of Carriages. — R. M. Stivers and G. W. V. Smith, of New York City : We claim the combination of the stay rod or spring brace, G, with the perch, A, front axle, C, and parts a and ?;, the whole constructed and arranged in relation to each other, as and for the purpose set forth.

Improvement in Machines for Punching Linchpin Holes and Cutting off the Journals of Axles for Wagons, &c. — S. H. Hartman, of Pittsburg, Pa. : I claim the combination of the clamps, the cutter, and the punches, for holding, cutting off, and punching the linchpin holes in the journals of wagon and other similar axles, the mechanism being constructed and operating substantially as herein described.

Improvement in Carriage Props — (Re-issue). — Chauncey Thomas and D. P. Nichols, of Roxbury, Mass., assignees of Chauncey Thomas, aforesaid. Original letters patent, No. 18,254, dated Sept. 22, 1857. We claim the improved carriage prop, as constructed with a screw or a loose shoulder cap, D, combined with a joint-bar standard, A, and arranged between the leather, L, and the joint-bars, G, H, all placed on the stand- ard, or the latter passing through them, and secured in position by the nut, I, substantially as described.

Sept. 2. Improved Holdbacks for Carriages. — T. F. Grif- fiths, of Dansville, N. Y. : I claim the employment or use of the clasp, C, and the hook, B, they being constructed substantially in the manner specified, and operating conjointly for the pur- poses set forth.

Improvement in Machines for Upsetting and Stretching Tires. — Charles Seymour, of Laporte, Ind. : I claim, First, the frame, B, sliding bed-plate, c, with its rack, D, sector, E, the stationary jaw, J, and the adjustible jaw, K, when arranged to operate in combination with the eccentrics, G, G, G, G, the said parts operating together in the manner and for the purpose set forth. Second, I also claim, in combination with frame, B, slid- ing bed-plate, C, rack, D, and sector, E, the punch-stock, I, die stand, F, and die, N, when the several parts are arranged in the manner and for the purpose specified.

Improvement in Attaching Thills to Axi.etrees. — Benjamin Rice, of Hastings, N. Y. : I claim the employment of the oblong eye, B, in combination with the steel head, a, loose box, E, spring, F, and pin, C, in the manner herein shown and de- scribed.

Improvement in Hubs for Vehicles. — Alexander Moffit, of Brownsville, Pa. : I claim, First, The box, a, in combination with the part b, and parts c, d, e, with their appendages or flanges, substantially as described. Second, The pins, p and q, with their fastening screws, p' and q', in combination with holes in the lips of the cup-shaped flanges, d' and /', as described. Third, The screw nut, d, and flange, d', for tightening the disk, c, and flange c", upon the ends of the spokes. Fourth, The

screw nut,/ with its flange,/', and imperforate diaphragm, h, constructed in the manner and for the purpose specified. Fifth, The semi-elliptical or semi-oval mortise, c' and e1, constructed in the manner and for the purposes set forth.

9. Improvement in Securing Boxes to Wheel Hubs, &c. — Jacob Kritsch, of Binghamton, N. Y. : I claim the ar- rangement of the perforated flanch, d, with the screw-bolts passing through it, in combination with the screw, c, upon the exterior of the box, B, so that by unscrewing the box, access may be had to the inside of the flanch, for the insertion or re- moval of the screw-bolts, as herein shown and described, for the purpose set forth.

Holdbacks for Wheeled Vehicles. — J. S. Swan, of Mongaup Valley, N. Y. : I claim the arrangement of the levers, F, F", and slides, b, b, in combination with the cords or chains, d, e, all applied to a wheeled vehicle, and operating in the manner shown and described.

16. Improved Method of Securing Crossbar and Shafts to Vehicles. — L. T. Hazen, of Coventry, N. Y. : I claim, First, In casing the ends of the crossbar and shafts in the socket thill iron, and securing the same with internal wedges, in the manner and for the purposes herein set forth. Second, I claim the oil cham- ber, i, in the clip iron, F, in combination with the rolling socket, I, and the shaft or thill iron, A, the whole being constructed and operating substantially as herein specified.

23. Improvement in Machines for Upsetting Tires. — John M. Brahn, of Red Bank, N. J. : I claim the bed-plate, A, pro- vided with parallel recesses or slots, a, a, in combination with the bar, F, screw-rod, D, and nut, E, or an equivalent means to operate said bar, as and for the purpose herein set forth.

Improvement in Machines for Upsetting Tires. — G. Daniel- son, of Boston, Mass. : I claim, Fvrst, The attaching of the jaws, D, J, to vertical bars, E, K, one of which passes through the platform, B, and the other through the neck-piece of the plates, L, h. Second,, The arrangement of the jaws, D, J, bars, E, K, levers, F, M, spring, I, and pawls, G, N, in combination with the stationary ledge, C, on the platform, B, the spring, P, lever, Q, and the sliding neck-piece,/,' provided with the plates, L, h, through which the bar, K, passes, and to which the lever, M, is connected, substantially as and for the purpose herein set forth.

Improvement in Machines for Upsetting Tires. — Joseph Rob- ison, of Potter Centre, N. Y. : First, I claim the plate, A, when made as specified. Second, I claim the band, F, when made as specified, and used for the purpose set forth. Third, I claim the roller, B, clasps, C and C, and connections, D and D, when constructed and arranged as and for the purpose specified.

Improvement in Shifting Carriage Tops and Backs. — R. M. Stivers and G. W. V. Smith, of New York City : We claim the shifting rail, C, having two or more supports, d, feet, c, and screw or bolt ends, b, rigidly welded thereto, or forged therefrom, in combination with the seat frame, A, and nut, c, substantially as and for the purposes set forth.

30. Improvement in Attaching Thills to Axles. — Lyman Derby, of New York City (antedated, Aug. 19, 1862) : First, I claim the longitudinal arrangement of the bolt, E, with refer- ence to the thills, in combination with the thill irons, B, sub- stantially as described, and for the purpose hereinbefore set forth. Second, I also claim the jack, having a mortise longitu- dinally through it, in combination with the bolt, E, and the thill irons, B, substantially, as described, and for the purposes herein before set forth. Third, I also claim the use of the recess, H, formed in the sides of the mouth of the mortise in the jack, sub- stantially as described, and for the purposes herein before set forth.

Improved Machine for Boring Hubs. — G. T. Pearsall, of Apa- lachine, and S. A. Garrison, of Union, N. Y. : We claim, First, The securing of wheel, C, to a supplemental frame, B, contain- ing the working parts of the machine, which frame is attached

16

THE NEW YORK COACH-MAKER'S MAGAZINE. January, 1863.

to the fixed frame, A, when the latter is in a horizontal position, as and for the purpose specified. Second, The nut, E, provided with an external spherical case, j*, of soft metal cast around it, in connection with the spherical socket, j, formed in or hetween the plates,/, Jc, the case, j*, and nut, E, being prevented from turning in the socket, j, by a projection, K', substantially as herein set forth. Third, The disk or head, H, formed of the two plates, o, p, fitted in the plate, e, of the frame, C, in con- nection with the slide, I, screw, D, and nut, E, all arranged for joint operation, as and for the purpose set forth.

Improvement in Carriage Jacks. — 0. H. Paine, of Provi- dence, R. I. (assignor to himself and Howard Tilden, of Phila- delphia, Pa.): I claim the new or improved arrangement sub- stantially as described, of the bars, A, B, and the levers, C, D ; also the combination and arrangement of the toggle or link, P, with the levers, C, D, and their supporting frame, the whole being made to operate as explained.

Oct. 7. Improvement in Self- weighing Carts. — Edwin Black- man (assignor to himself and J. S. Taylor), of Danbury, Conn. : I claim the steelyard, E, and platform, C, in combination with steelyard, F, and prop, D (or spring scales suspended from the cattle), when constructed and applied to a cart, substantially in the manner and for the purposes hereinbefore set forth.

14. Improvement in Whiffletrees. — A. M. Beebe, of West Bloomfield, N. Y. : I claim the combination and arrangement of the equalizing eveners, A, B, and D, with the whiffletrees, a, i, and d, for three-horse teams, substantially in the manner speci- fied.

21. Improvement in Machines for Making Nuts. — T. R. Tay- lor, of Cleveland, 0. : I claim the sliding frame, G, in combi- nation with the jaws, I, I, and dies, M and N, when constructed and operating substantially as and for the purpose^specified.

28. Improvement in "Wagons. — G. W. Buss, of Boston,. Mass. : I claim, First, Supporting the wagon by means of the lever, or levers and springs, arranged with regard to each other and to the axle, substantially as described, so that the spring or springs shall be acted upon at such a point of the lever as receives com- paratively the shortest play or motion, as set forth. Second, In combination with the lever or levers, the crossbar, I, I, or r, r, as described, and for the purpose specified. Third, In combi- nation with the lever or levers, i, i, and axle, c, c, the radial arms, /, /, the whole operating together as set forth.

Improved Mode of Connecting Fellies of Wheels. — Josiah Eveland, of Elizabeth City, N. J. : I claim having the sockets, C, C, provided respectively with a tapering dovetail tenon and a tapering dovetail recess, fitting and operating together in the manner herein shown and described, so as to form a firm but easily separable connection between the ends of the fellies, and prevent all lateral and inward spreading or bending of the felly ends, as set forth.

Improved Mode of Attaching and Detaching Whiffletrees. — John Laughlin, of Gettysburg, Pa. : I claim the arrangement of the spring-bolts, E, E, the bent levers, F, F, the boxes, I, I, the straps, G, G, J, and the bar, H, constructed and operating in the manner and for the purpose herein specified.

Improvement in Self-acting Wagon Brakes. — Daniel Sager, of Albany, N. Y. : I claim the brake-block, X, formed as shown, and fitted to revolve freely upon an axle from the extremity of the brake or bar, for the purpose set forth. The mode of con- struction by which the brake-block is fitted and secured upon the axle, to wit, the combination of the orifice, M, the groove, a, &, and its flange, t, with the axle, C, flange,/, and space, y, substantially as described, and for the purpose set forth in the above specification.

Nov. 11. Improvement in Axles and Reaches for Vehicles. — S. 0. Post, of Chicago, 111., and E. J. Post, of Vienna, N. J. : We claim the application of corrugated sheet metal to bars or

bolsters, for wagon axles, and the mode of securing the arms to the same, in the manner described, and for the purpose herein

specified.

Improvement in Coupling Thills to Axles. — Nathaniel Rich- ardson, of By berry, Pa. : I claim the coupling bolt, C, in place, and preventing its rattling, and at the same time allowing it to be easily and expeditiously inserted or removed, by means of the retaining spring, D, resting against it, and the coiled spring, c, or its equivalent, reacting to throw it outward, the whole being arranged, combined, and operating substantially as herein set forth.

18. Improvement in Gauges for Carriage Axles. — Henry Harper, of Berlin, Wis. : I claim, First, The method herein described of giving the proper pitch to carriage wheels by means of the bevel, Fig. 1, and the scale, Fig. 2, substan- tially as set forth. Second, I claim the use of the bevel, con- structed as set forth, for the purpose of giving the proper pitch to carriage wheels, substantially in the manner above set forth. Third, I claim scale, Fig. 2, when used in the manner above set forth, for the purpose of giving the proper pitch to a carriage wheel. [We intend to give this patent a more extended notice hereafter.]

Improvement in Machines for Rolling Tires. — Wm. Harris, of Jersey City, N. J. : I claim the combination and arrangement of the rollers, G, E, and F, in the adjustable carriage, e, substan- tially as and for the purpose herein described.

Dec. 2. Improved Machine for Cutting Tenons on Wheel Spokes. — J. M. Simpson, of Maultville, N. Y. : I claim, First, The cutter-bars, E, E, placed in the reciprocating frame, B, and used in connection with the adjustible keys or wedges, j, j, s, s, all arranged substantially as and for the purpose set forth. Second, The adjustible bed, H, provided with the gauge, M, guide, J, and clamp, K, when said bed is used in connection with the cutter-bars, E, E, and reciprocating frame, B, and arranged therewith as and for the purpose specified. Third, The combi- nation of the cutter-bars, E, E, reciprocating frame, B, and ad- justible bed, H, all arranged for joint operation, as and for the purpose set forth.

TO READERS AND CORRESPONDENTS.

Back Volumes of this work loill be sold, in numbers, for $3 ; when bound, for $3.50, to which, if sent by mail, 48 cents must be added to pre-pay postage ; if two or more volumes are called for at one time, they can be had for $3 each, or will be sent by express, at the purchas- ers' expense, at the same price. The subscription to the Fifth Volume, now in course of publication, will be (in consequence of the advance in paper and printing) four dollars, in advance, for the twelve numbers; and these will be issued, in 1863 for Jan., March, May, July, Sept., Nov., Dec., and afterwards monthly until the close of the volume in May, 1864. Should the war end, and business again resume its natu- ral channel, we intend to resume and publish monthly, as formerly, the Sixth Volume in June, 1864. Any of the old numbers can be had for 30 cents each ; the new numbers will be 35 cents each. It will thus be seen that we give our friends the benefit of low prices for old stock, and we trust they will allow for the necessity which compels us to charge an advance on our present issues, for the reasons above stated, while the present exigencies continue.

Covers, handsomely gilt, and ready for binding the numbers therein (which any binder will do for 35 cts.), can be had at this office for 54 cents. When mailed (the postage on which we prepay), 66 cents. Any volumes left with us will be bound for $1 each in our uniform style. This advance is caused by the rise of book-binder' s material.

Agency. — Our friend Mr. Henry Harper, who is traveling in the West, is authorized to take subscriptions for us, and receipt for moneys paid ; and any contract he enters into concerning this Magazine will be honorably carried out by the Publisher. In Canada West, Messrs. McKinley, Cowles dc Co., at St. Catharines (dealers in carriage-hard- ware), will act as our local agents.

PLATE 5.

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SINGLE-HORSE COUPE.— k 'in. scale.

Engraved expressly for the New York Coach- naker's Magazine. — Explained on page 25.

PLATE 7.

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HALF-CUT-UNDER PHAETON. — £ in. scalb.

Designed expressly for the New York Coach-maker's Magazine. — Explained on page 25.

PLATE 8.

Vol. 5.

EOUND-CORNERED BUGGY.— \ in. scale,

Engraved expressly for the New York Coach-maker's Magazine. Explained on page 26.

DEVOTED TO THE LITERARY, SOCIAL, AND MECHANICAL INTERESTS OF THE CRAFT.

Vol. V.

NEW YOEK, MARCH, 1863.

No. 2.

Pw^auiral ^iterate.

THE MOTIVE-POWER OF WHEEL-CARRIAGES.

BY H. H.

{Continued from page 189, Vol. IV.) Excuse the digression into which we have been led, and we will endeavor to explain why the wear on the axle is more in proportion, where the bearing is unequal, than the mathematical calculation of the number of pounds pressure would show it to be. Friction always creates heat, from the particles of the two substances that are rubbed together interlocking each other and then breaking off; this we call wear. To prevent these particles inter- locking each other, we use some kind of lubricating matter — generally oil. It is apparent that the harder the substances are pressed together, the more liable the part- icles are to lock — so much so, that it overcomes the resist- ance the lubricating matter possesses for keeping them apart. Now, if there is twice as much pressure on one end of the arm as on the other, it is plain that the end which receives the most pressure is the end the most liable to remove the grease and allow the particles of iron to lock into each other, which makes the wear or breaking of par- ticles so interlocked to generate the heat which always follows friction. Heat softens the iron, besides having a tendency to remove the grease which is used for lubrica- tion ; and this brings on what we call " cutting out," which is no more nor less than the iron becoming soft by heat, so that it is easily displaced by pressing the two parts together. I have known either the box or axle to be worn out in two or three days, which, under favorable circumstances, would have lasted in constant use three or four years. Mechanics often have a very poor excuse when their work meets with such a fate. After examin- ing the box or axle (whichever it may be), or both, they turn to the poor man who has been duped by it, and say : " You see that the castings are too soft ; it will some- times happen so ; nobody can guard against it." Nothing can be farther from the truth : it is the mechanic alone who is to blame for having made the bearings unequal.

A soft piece of sheet-iron placed in a lathe and made to revolve, will cut a piece of hardened steel, simply by vol. v. — 3

raised than the other while the wagon

the process of heating which the steel undergoes before the iron. It is not always the hardest metal which friction wears the least, but, in very many instances, it is affected the most by it ; yet, for reasons which we shall hereafter explain, we think it best to use hard metal for both axle and box. On account of the foregoing reasons, we cannot mathematically calculate, from the amount of pressure an axle has, the exact time it will wear ; because it depends very much upon what we may almost term an accident whether they are placed in the most favorable position to resist the action that friction may have on them or not. A little heat to the axle, which a wrong pitch in setting is liable at any time to bring on, may consume the grease separating the two pieces of iron ; and when they come together, a few hours may do the damage that would have otherwise required years to have done.

The length of the axle-arm which is the most proper for use, and which would be the least liable to waste motive-power, is, like many other questions, not easily answered with precision ; for this reason — the inequalities of the road are such that we cannot tell how much higher one wheel will be is being drawn over an uneven road.

If a wheel drops into a deep rut, it seems as if this unfortunate position had brought on at once all the ad- verse conditions that can be arrayed against the use of its mechanical power. In the first place, the center of grav- ity of the load is brought nearer to the depressed wheel, which makes the heft to be lifted greater than at any other time, and the leverage to lift it is shortened, as in the case of other obstructions over which it has to be raised ; and, in addition to the above difficulties, if the depression is so great as to throw the angle of the spoke out of a perpendicular beyond the corresponding length of the axle-arm and box, the friction of the pressure on the axle-arm and box becomes double to what the weight would make it at other times. This double action of fric- tion is what we call cramping the wheel, which is the weight acting as a pry on the upper side of the point of the axle, and resting on the under side of the axle at the shoulder, creating double friction by a pressure both on the under and upper side of the axle-arm. On the track that we have in this locality [Berlin, Wis.], which is 55 inches wide, this doubling the friction would not com- mence on an 8-inch axle-box until the wheel had been de- pressed below or raised above 9£ inches, and every inch

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that is depressed below or raised above 9J inches increases the common friction double, the same as 62^- pounds on a 500-pound load to the wheel, providing that the wheel is 24 inches from the axle to the periphery. On a 10-inch axle-box, this uncommon increase of friction does not commence until the rise or depression of the same wheel exceeds 11-J inches.

On a common road the grade is seldom raised so as to raise the wheel on one side more than 4 or 5 inches above the other on a 55-inch track ; therefore, an 8- inch axle-box is long enough for that, and some to spare. The question now is, the length that will be best adapted to the average depth of ruts. If 9J inches is their average depth — or rather, if it is very uncommon that they exceed that — then the 8-inch axle-box is the best ; but, on the contrary, if 11|- inches is the medium depth of ruts, then a 10-inch axle-box is the proper length. Over-going the necessary length has this disadvantage — and only this — that it adds to the weight of the wagon. The heft un- necessarily attached to a wagon is an item that should be more particularly considered than we have been in the habit of doing, for it costs a fraction over $4.21, taken from the total earnings of a wagon that runs its full time, for every pound that it weighs. This shows how import- ant it is for the mechanic to understand the true nature of the power that belongs to the machinery of a wagon. If he mistakes the lever for the inclined-plane, or any of the other mechanical powers, it is certain that he does not know how to remedy the defect that may occur to the lever ; or, if he does not know the cost of the motive- power, he does not know anything about approximating the medium point between a sufficient strength and the least heft that may be attached to a wagon.

At this point of investigating the motive-power of wheel carriages, I deem it proper to digress from our sub- ject, enough to make a personal excuse for introducing so often a recommendation of the Patent Homogeneous Cast Steel, which we see advertised in this Magazine. It is so common to purchase recommendations, and so difficult to distinguish between those that are purchased and those that are the honest convictions of the one giving them, that it seems proper for me to say that, up to the time of writing this article, I have never exchanged a thought or word, to my knowledge, with any of the proprietors or agents of said steel, nor do I want any one to receive from me any recommendation in the premises, only as he gets them from the philosophical inductions of the facts presented. From the recommendation of Mr. Saunders, who is said to be a superior workman in iron, we learn that this steel combines the toughness with twice the hardness and rigidness of iron. The last two qualifica- tions are as necessary for the tire as the axle, if not more so. Now the conviction has been forced on my mind by plain mathematical induction, from the proofs of simple multiplication and division, whenever the subject of the weight of the wagon has been connected with motive- power, that the proprietor has made his claims to the usefulness of this steel far too limited. Why not the most suitable material for draught-wagon axles and tires ? The extra expense cannot be urged until it reaches as much as $4.21 per pound on the steel, against 6 cents on the iron. The bill would stand thus :

Cost of 1 lb. of steel for tire at 12c. per lb $0.12

Cost of motive-power to wear out 1 lb. of steel 4.21

Total $4.33

Cost of 2 lb. of iron for tire, at 6c. per lb $0.12

Cost of motive-power to wear out 2 lb. of iron, at

$4.21 per lb 8.42

Total $8.54

The result is — for the iron tire $8 54

" steel " 4.33

Balance in favor of steel tire $4.21

This is a mathematical demonstration, which forces itself on our minds whenever the value of motive-power is considered, no matter who it hurts or helps ; and it is one of importance ; for if, by the use of steel tires and axles, we can lessen the heft of a draught-wagon 30 pounds, it will earn $126.30 more than it otherwise would with the same motive-power. Where can be the objec- tion to using steel exclusively for axles and tires on heavy wagons 1

It does not seem advisable to vary much from 8 or 10 inches as the proper length to an axle-arm and box for a draught-wagon. To make it less than 8 does not seem as though proper provision was made for the liability that uneven roads would have to cramping the wheel ; and over 10 inches seems as though too much expense of motive-power — in the way of additional heft on the wagon — was laid out for attaining the object. In a wheel, the diameter of which we are speaking about, every inch of the length of the box provides for 1^-inch rise or depres- sion of the wheel, without its cramping the axle in the box, and no more.

We sometimes see the axle-box placed in the hub, so that the center between the two ends is on one side of the tread to the wheel when it is in use, and on level ground. This is a most abominably stupid practice, and plainly shows that the man who commits such a blunder has an imperfect idea about the necessity of the equal bearings that a wheel should have. It not only makes the bearings unequal, but it subjects the wheel to all the liable cramp- ings of a shortened box, and of course it unnecessarily adds to the heft of the wagon, just as much as that amount of inequality will weigh ; which — axle, box and hub to- gether— cannot be much less than 2 pounds to one wheel, on an ordinary lumber wagon, and which will amount to 8 pounds for the four wheels. That is bringing on three important obstacles to the motive-power without gaining the shadow of an advantage ; but, I am happy to say, the blunder is not a frequent one. For a buggy, or any ve- hicle that is to be used on uniformly good and level roads, the axle-boxes should be made much shorter, because the liability to be cramped is so seldom on such a road that it would not pay for the extra amount of motive-power that it would require to carry around the preventive for a thing that would seldom occur, and if it did occur, the surplus motive-power, which a light carriage always has at hand, would be cheaper to us on such occasions. The case is entirely different with a draught-wagon. It is generally so that nearly all the motive-power that a team can lay out is used to move the wagon over the usual road ; and if it meets an obstacle that cramps the wheel, the team has not enough power in reserve to get over that one spot, and is stopped entirely — which would be a greater loss than having to draw the extra weight which would be required as a preventive for such conditions. The axle-arm of a light buggy, where lightness is an ob- ject to be attained, can be reduced to 5 inches without

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any inconvenience to the motive-power, as a general thing ; and, on roads where the grade is very level and uniform — as will be found in cities — a 4-inch arm and box would be sufficient.

(To be continued.)

REPORT OF CARRIAGES IN THE LONDON INTERNATIONAL EXHIBITION, OF 1862.

(Concluded from page 7.)

Among other changes is the increased use of the lever- break for carriages principally used in hilly parts of the country. Since their first introduction they have been much improved in simplicity, efficiency, and economy : many of the British carriages are fitted in this manner. It not only increases the safety of a carriage, but dispenses with the necessity of taking a second servant, as is neces- sary to put on and remove the common drag-shoe. A supply of spare, hard-wood skids are generally furnished, so that new ones can be readily fixed by the servant if once shown how to set about removing the worn skids, and replacing them by new ones.

A mode of applying pressure to both the back and front parts of the hind wheel of a carriage has recently been introduced, and possesses advantages for carriages to which a pressure in front only cannot advantageously be applied

In consequence of many improvements effected in the manufacture of landaus, the chief of which is the great reduction in weight, the demand for them has recently much increased. They are well suited to the variable climate of the British Isles, as they can be readily changed from an open to a close carriage, and vice versa. They do not, however, admit of that beauty of outline that is capa- ble of being given to an entirely open or entirely close carriage ; but from the amount of care and contrivance displayed — as evinced in many of those shown, they have such qualities as render them very convenient and desira- ble family carriages, either for London or country use. There are shown several ingenious plans for enabling the heads of landaus to fall flatter than has been hitherto con- sidered practicable ; they have the advantuge of convert- ing the landau into a more open carriage than formerly, besides preventing an obstruction to the view. Most of these carriages are hung at such a very moderate distance from the ground, and with covered steps, that it is op- tional whether one or two servants shall accompany them. Carriages of the wagonette type, where the sitters in the back seats are placed sideways and vis-a-vis, are come much into use of late years ; they possess the advantage of carrying a greater number of persons on a carriage of given weight than any other on four wheels.

The first, or nearly the first of these, was built in the year 1845, under the personal direction of the late Prince Consort, for the use of Her Majesty and the Royal Fam- ily. It had many ingenious contrivances suggested by the Prince, with whom and Her Majesty it always remained a favorite carriage for country excursions. There are so many varieties of carriages of this type, and so much in- genuity has been bestowed on them, that it can hardly excite surprise that they are much appreciated by those who use carriages, especially in hilly parts of the country, where a compact, serviceable, and economical carriage is in many cases indispensable.

A revival of an almost obsolete carriage, " the four- in-hand coach," has taken place within a few years. They are generally built on the model of the best mail and stage coaches of former times, but with a much higher degree of finish. It may appear very easy to the uninitiated to build such a carriage, merely on the lines of former days, but in fact they require such careful and accurate planning of the several parts, individually and combined, that only those who have given much attention to them, and have to a certain extent been tutored by gentlemen who drive them, have been successful in turning out car- riages of the kind that in most points meet their require- ments. One of these carriages is the trophy of the Brit- ish coach-builders, and is now in a conspicuous position in the Nave of the Exhibition building. The revival of a taste for such carriages is worthy of remark, as the management of a " team " not only requires great bodily strength, good nerve, and a quick eye, but being an ex- pensive amusement, is mostly confined to the aristocracy and persons of wealth, with whose habits it is principally associated, and indicates something of that vigor of body which generally distinguishes the British gentry.

As a matter of convenience, comfort and safety, it is desirable that rather more attention should be devoted to the position and pitch of the footboards of driving seats. To many carriages this remark does not apply, but to a great number it does. In planning and executing a driv- ing seat, were a master or workman to get on it and make it comfortable for himself, it would probably remain so for the next occupant, who, if in charge of young or res- tive horses in a crowded street, would be much assisted by having a firm seat, combined with a good hold on his footboard.

As regards carriage drawings and designs, one London firm shows a series of most of the carriages now general- ly made by the principal London manufacturers. There are also several other drawings of carriages well de- signed : in fact, the London artists supply not only the London and many of the provincial builders with car- riage drawings, but large numbers are sent to the princi- pal continental coach-builders, who get their fashions from London.

There are shown some specimens of the present state of the art of heraldic painting in England, as well as some specimens of the style now fashionable for monograms in combination with crests, &c. This is a subordinate branch of art that is capable of development ; as a good group of letters, &c, well designed, quaint, but not obtrusive, has a tendency to give a pleasing finish to a well-appoint- ed carriage.

As regards the manufacture of silks for carriage lin- ings, although not a very extensive branch of the English silk trade, it is of some importance ; and great improve- ments have been made as regards the dyeing, the brill- iancy of the surface, and above all, in the patterns. It seemed hardly to be considered that a large bold figure well adapted for drawing-room curtains, was most ill placed in the interior of a carriage, to which it gave a flashy and uncomfortable appearance, from the partial concealment of the pattern by the tufting of the cushions, squabs, &c. Smaller and more suitable patterns are now made, much to the improvement in appearance of the majority of English carriage linings.

Owing to the greatly enhanced price of leather, from various causes, of late years, a great impetus has been

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THE NEW YORK COACH-MAKER'S MAGAZINE

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given to ingenious persons for the production of useful and economical substitutes, which are now produced in the form of waterproof goods of such excellent quality that they replace much of the leather formerly used.

Although heraldic and metal chased ornaments are not so much used now as formerly, progress has been made in the beauty of design of such where required.

A minor improvement in the substitution of a wooden frame with stuffed top covered with cloth for driving seats may be mentioned : it retains its shape better than ordi- nary hair cushions, and does not absorb so much moisture when exposed for a long time to heavy rain ; it can also be more readily dried when wetted.

Special periodical journals devoted to individual man- ufactures are a sign of the stirring times in which we live, and when conducted with talent and energy are capable of assisting in carrying on rapid improvement and bring- ing forward useful inventions to the notice of those who are particularly interested in their successful application. They are also a means for interchange of ideas on an in- finity of theoretical and practical matters ; and have the means, when ably conducted, of diffusing truth and sup- pressing error by the force of argument, and saving much valuable time and money in fruitless experiments.

Although France led the way as regards periodical literature connected with carriages, and America was the next in the field, England for nearly three years has sup- ported its " Coach-builders' Art Journal." During its early existence it had to encounter many difficulties and prejudices ; but from the experience gained, most of the difficulties being now overcome, and much of the preju- dice having subsided, the publisher has obtained a large circulation for it in this country and over most of those parts of the world where carriages are built. With an efficient staff to edit and furnish designs, it may raise the art of coach-building to a higher position than it at pres- ent holds. There have been recently tried a variety of processes for carriage illustration besides the usual hand- made designs furnished by the artist, which, up to a very recent time, were the only ones suitable for coach-build- ers. They consist of steel and copper-plate engravings, lithographs, zincographs, wood engravings, photographs from finished carriages, and photographs from carriage drawings, either exact to copy, enlarged, or in miniature, for transmission in ordinary letters by post.

A great advantage to coach-builders are the covered carriage trucks kept by some of the railway companies for the transport of private carriages to distant places : with such contrivance a coach-builder is enabled to deliver a new carriage to the most remote parts of England or Scotland almost as perfect as it leaves his hands ; the ex- pense of packing is saved, and the marks left by the pack- ing are avoided. It is hoped that before long such covered trucks will be kept in sufficient numbers by all the rail- way companies, as the present open trucks are most de- structive to all private carriages, from the quantity of ashes and filth deposited on them by the engine, which seriously injure the varnish and soil the linings.

An unlooked-for consequence of such exhibitions as the present was perhaps hardly contemplated by their royal founder : it happened that the British coach-builders who contributed to the Paris Exhibition of 1855 were brought together frequently in furtherance of their mutual interests, and almost at the moment of their dispersion it was proposed that some useful object should be set on

foot. A charitable institution found most support, and the subject was immediately placed before a public meet- ing of the trade, where it met with equal favor. It has since collected upwards of 6000/. for charitable purposes ; has an annual income of between 500/. and 600/. ; assists and maintains twenty pensioners with sums ranging from 10/. to 25/. per year, besides distributing monthly sums varying from 21. to 10/., for temporary relief to persons connected with coach-building, who have been overtaken by misfortunes.

A somewhat similar institution has recently been set on foot by the workmen engaged in carriage-building ; the rules have been drawn up in accordance with the new law, and have been approved by the Registrar-General of Friendly Societies. As it has been founded by some of the most skillful and best conducted of the operatives, and has been supported by many of the principal employers, it is hoped that it will meet with all the success that such provident societies so well deserve, when confined to the legitimate purpose of encouraging provident habits, and relieving distress.

The habits of the operatives engaged in coach-building are much improved ; not only is intemperance almost abolished, but most of the men read and write, and many possess good general information on many useful sub- jects ; the free admission to so many public galleries, institutions, and gardens, together with the facilities of excursion trains and steamboats, enable them to spend their holidays in an agreeable, entertaining and economi- cal manner. As the success of coach-building depends much on a knowledge of sound mechanical principles, of the arts of design, and the harmonious combination of colors, it is desirable that the attention of the working- men should be especially directed to the facilities afforded for acquiring such information ; as those who acquire a proficiency in these, as well as in their own special depart- ment, would obtain increased remuneration from the ad- vantage that would surely accompany a knowledge of the correct principles on which they work.

The body-makers, carriage-makers, smiths, and others should as certainly be acquainted with mechanical princi- ples, and the art of drawing, as the painter and trimmer, should know how to combine colors to give them their best effect.

The carriage department might have been more com- plete had it received contributions from the principal London wheelwrights, axle-makers, spring-makers, lamp- makers, and heraldic chasers : there is ample wall space to have shown a large and interesting collection of such manufactures, which are produced in London of the highest quality ; it might have led to an export trade for such goods, of which large supplies are now annually drawn by some foreign countries from France and Germany.

The principle of suspending carriages on a single wrought-iron perch, first prominently introduced at the Exhibition of 1851, has produced a great change in the construction of nearly all C-spring carriages now built and has many advantages for small carriages hung low. It is, however, beyond a doubt that for carriages hung high, and requiring double folding steps, the perch of wood and iron combined has the great recommendation of increased safety, as three iron plates and the wood must break before an accident can happen ; whereas, the solid iron perch depends for its safety on the soundness of a single weld.

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In the French department in the main building are shown two photographs of a state railway carriage recently built for the Pope ; its design and decoration are so far in advance of anything yet done in England, that these photographs well deserve to be examined and placed in a more prominent position.

The omnibus (usually drawn in Paris with two pow- erful, but slow horses) shown by France, for the traffic of the Paris streets, deserves careful examination. These carriages are all made on one model by machinery ; and the parts interchange, so that repairs are very expedi- tiously executed. Although much too heavy for the Lon- don traffic with a pair of light horses, and too cumbersome for the crowded traffic of the streets in the city of London, they are comfortable, easy, and safe. The plan of sus- pending on three springs, both in front and behind, gives greater ease than the short elliptic springs common to the London vehicles. Were such carriages copied, but made shorter and lighter, and were the front box seats (to carry four) added, such carriages would be a great addition to the comfort of many thousands of Londoners, who have to make two journeys daily, for six days in every week through the year, in the stuffy and ill- ventilated London omnibuses, which, by the recent innovation of roof seats, are so constantly overloaded as to strain and wear out the horses very rapidly, besides cruelly taxing them much beyond their strength.

Since the opening of the Expedition there have ap- peared in London a number of large, commodious, and well-ventilated omnibuses, even somewhat larger than the Paris omnibuses, drawn by three horses abreast. In the first place, the increased comfort to the public is undoubted ; the horses seem to work with less strain on their muscles ; the omnibuses having a larger base are steadier and safer, and having longer springs they are easier, and being fitted with pressure or lever breaks to the hind wheels, they can be stopped with greater facility. The expense of building the carriages larger, somewhat increases the ex- pense, as does also the addition of a third horse ; however, to set against these charges, are the increased number of passengers carried ( about one third), with the same num- ber of attendants (driver and conductor), nearly equal expense of repair, and the saving in the wear and dura- tion of the horses, so that the question of working them profitably in London may be considered almost certain.

They might not be available for narrow streets, but many lines of omnibuses scarcely approach the narrow and crowded city streets ; the crowd of traffic may at present be a drawback, but the state of the traffic will probably soon be altered. The London railway stations are being so placed as to be easily accessible, and much of the heavy traffic through London will be taken by the connecting lines of railway exchanging the northern and southern, eastern and western traffic, partly by passing through the metropolis, and partly under it. Besides this, the roadway on the Thames embankment will relieve the city traffic of its delays and dangers, and render it safe for others besides the strong and robust to drive or walk in the highway between Temple Bar and the Bank. £.

In the "Victoria" department is shown a well-balanced car, such as are generally used for passenger traffic in the streets of its towns : although rather heavy and cumber- some to London eyes, accustomed to neatness and high finish, it is probably well adapted for its purpose, espe-

cially as regards the ingenious canopy roof, which can readily be set up or lowered, as the passengers may prefer.

In the English gallery of architectural drawings is shown a well-executed model of Her Majesty's state coach. As the carriage itself (designed by Sir William Chambers) is believed to be the handsomest and most artistic of its kind in Europe, it is worth considering whether the model might not be procured for the national collection, as at least a slight recognition of the art of coach-building, which, in these days, is almost elbowed out of notice by the taste for many pretty arts and manu- factures that hardly require more, and many not so much, care and thought as the successful production of the high- est class of private and court carriages

Although the application of machinery to the con- struction of private carriages has progressed, aided by a well-known firm in Derby, which has for some years de- voted attention to the subject, many reasons prevent its general application to private coach-building purposes : some of which are, the great variety of carriages built by each manufacturer, the desire on the part of purchasers to have carriages made to dimensions of their own choice, and the variations of pattern, as fashion indicates the lines that are most favored by those who lead in such matters. These continued changes, in some cases tending to improvement, complicate the details of construction, already sufficiently intricate ; whereas it may be cited as a general rule, that the most profitable and advantageous application of machinery is in the production of articles in great quantities as nearly as possible identical, such as the Enfield rifles, Armstrong guns, railway bars, axles and wheels, &c, &c.

The following machines are those that have been found best to answer the purposes required : j

Fans for blowing forges, and circular and upright saws — the latter arranged to saw out two felloes at one operation ; wood-boring and morticing machines ; ma- chines for boxing wheels ; wood-planing and shaping ma- chines— the latter fitted with tools for rebating, grooving, moulding, and tenoning ; spoke-turning machines ; iron- bending machines ; shearing, punching, and drilling and screwing machines ; paint mills ; grindstones for springs and ironwork.

It may be added that in eleven years the tool-makers have not been idle ; improvements to facilitate hand-la- bor have been made, not only by comparing side by side the productions of English makers, but with those of con- tinental and American makers : an intelligent workman, who is paid according to the amount of work he turns out, looks for such aids to his labor, with a keenness sharpened considerably by self-interest, and adapts him- self to the work he is required to produce with great in- genuity.

There are certain requisites for coach-building that would improve carriages in several points. For colors, durable blues, lakes and yellows are required ; as is also a colorless and durable varnish. Of what avail is it that scientific men invent such beautiful colors as mauve, magenta, and others, if they are at once to be toned down by several coats of brown varnish 1 Coach-varnish has been much improved of late years ; but, until delicate and beautiful colors can be used without being tinted with a film of brown to preserve them, varnish-making cannot be said to have reached perfection.

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Were due attention given to the matter, it is probable that manufacturers might be able to produce cloth suit- able for carriages that would resist the attacks of moths, which cause much injury to carriage linings, besides loss and vexation to the owners. The green and claret cloths made up to this time become rapidly faded when exposed to the sun in open carriages : this deserves investigation, as it is probable that an improved dye may be used with advantage.

It is believed that the exportation of British carriages has not kept pace with the increase of most other exports : this is probably caused by purchasers directing more attention to lowness of price than the real economy of soundness of quality. A large proportion of the recent exports of carriages have been of so low a quality as to drive away many purchasers to the manufacturers of the continent of Europe and the United States of America. This is a state of affairs that will require time and much effort to bring into a more desirable condition : the mat- ter requires the hearty concurrence of purchasers, mer- chants, and coach-builders, as it frequently happens that carriages of the lowest price and quality afford the largest percentage of profit.

In conclusion, it may be remarked, that the British show of carriages (with some exceptions) sustains the reputation of the manufacture as to design, comfort, soundness, and good finish, as regards the type of car- riages in most general demand at the present time. France follows next, with a small display of soundly built carriages ; then follow Belgium, Germany, Russia, and Holland, each with a proportion of sound and genuine Avorkmanship. The English carriage department has been fitted up at a small individual expense to each ex- hibitor, and shows the carriages in it to advantage : this is not generally the case with the space allotted to the foreign carriages in their respective departments. It should be considered in future Exhibitions, whether some exception could not be made to carriages, and show those of all countries together in one well-arranged department. At present, the Commissioners of foreign States do not seem to know what to do with their carriages, which are displayed in all manner of ways, rarely well, and fre- quently much to their disadvantage.

Were time permitted, it would be possible to notice many other points of interest, although almost impossible to discover everything worthy of remark in so extensive a collection. Visitors should, therefore, not only examine superficially the objects most prominently displayed, but seek out many interesting objects that are placed in the recesses of the various courts.

In the award of medals, it is worthy of remark that, with few exceptions, those exhibitors have been most successful who have contributed carriages that they are in the habit of producing as ordinary matters of trade : the reason is, that they have had time and opportunities to correct mistakes and to add improvements at their leisure. Where exhibitors have produced something they are unaccustomed to, errors have been committed that experience and comparison will probably rectify, but which have been fatal to their claims for a medal in the present Exhibition.

As some recommendation to the plan of a careful pre- liminary selection of exhibitors, it may be remarked that the success of France in this respect is instructive. The contributions to the class are small, but they are carefully

selected. Although one medal is given for wheels, and another for a public omnibus, three remain for private carriages ; so that it may be seen that a small and care- fully selected display takes its proportion of medals with more success than a promiscuous display of the goods of nearly all applicants for space.

It may further be added, that in several cases coach- builders have attempted to adapt their carriages to many purposes. As a general rule, it is better that a carriage should be useful for one or two purposes, than that it should be convertible into several, more or less perfect, according to the ability of the builder and his workmen.

Road vans and wagons were included in Class VI. ; and it is evident that railways have created a demand for a class of vans to distribute merchandise and heavy goods in cities and towns. Their construction is required to combine strength, compactness, and reasonable lightness, for facility of rapid movement, with two or occasionally three horses. An excellent example of this class of van is shown in the carriage department ; not only is its gen- eral construction well suited to its requirements, but the details have been so well contrived, that each gives its utmost strength without superfluous weight ; there is also shown a well-contrived pair-horse spring wagon, for the transport of heavier goods, such as coals, corn, flour, &c. Great Britain only shows invalid and garden wheel-chairs ; the display is very limited, but good in quality. The invalid in whatever stage of suffering, may be supplied in England with little vehicles that afford the utmost comfort that ingenious contrivers can produce in a great variety of form and modes of suspension, suitable for the different wants and means of invalids.

And lastly comes into notice the little vehicle, so well known to all, " the perambulator." It is a somewhat recent innovation, probably even since the Exhibition of 1851. From the immense number that have been made, and continue to be made, they have evidently filled a gap that had long waited to be suitably filled. Not only were the children's carriages of former times (made on four wheels, and to be drawn instead of pushed) hateful to most servants that had to draw them, but they were the cause of occasional ill-feeling between children's nurses and their employers. " The perambulator," fortunately, was in- vented, and restored harmony. They not only are light and convenient little carriages, and, if well made, durable, but (with ordinary precautions) almost indispensable to the parents, nurses, and children of the rising generation.

George N. Hooper, Reporter.

RULE FOR TAKING CROSS-MEASUREMENTS ON THE CANT-BOARD.

The rule we now give for taking cross-measurements on the cant-board has been sometime in use in England, and will prove very useful to the trade in this country. By it much unnecessary trouble and risk of mistakes will be avoided.

This rule, as seen in the engraving, begins with the narrowest cross-measurement, and is numbered onward to the widest, on a scale of one half-inch. It has a sliding- shoulder at the end where the figures are highest, and is adjusted to each particular body by letting the figure which represents its greatest width rest on that point in the side sweep line, and then setting the shoulder to the straight edge of the board ; when the shoulder is fixed,

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the rule can be held to the narrower parts, and, being marked on a half-scale, doubles the contraction, and sub- tracts it from the greatest width.

In connection Avith the above, it is proper to remark that the practice of representing the turn-under of the body by one unbroken sweep, is very perplexing to the learner, and of little use to any one. It is only useful for a plain coach ; but with the French Brougham, where the bottom-side line, from a distance of about 13 in. from the elbow at the short bottom-side, suddenly descends to a distance of perhaps 23 in., it is evidently of little bene- fit. A more simple method would be to take the turn- under of the principal points of the body, on the turn- under pattern, at their respective distances from the elbow, and then to mark it off from the side sweep line on the board at the corresponding points ; by which means the timber can be got out to one sixteenth of an inch, and scarcely a shaving need afterwards be taken off when " sweeping-in."

BEDDING FOR HORSES.

BY S. EDWARDS TODD, ESQ.

Horses, as a general rule, lie down to rest but a few hours in a day of twenty-four, and a great many horses do not lie down at all for several successive days and nights ; and many horses that would lie down for a few hours during the night will not, because they know that they will not have a comfortable bed. If manure is al- lowed to accumulate in a stall for a number of days, a horse will soon learn that he cannot rest comfortably on such a heap, where he cannot lie in an easy position ; therefore, he will often stand until he becomes very tired before he takes any rest.

Horses do not require as much time to rest, while in a recumbent posture, as horned cattle. For this reason their beds should be in good order, so that, when they do lie down, they may rest and recruit for the labors of the ensuing day.

Great care should be exercised, in making beds for horses, that the straw be not left in large rolls, or wads, which will cause them to lie very uncomfortably. Bed- ding should always be as short as practicable, that they

may not roll it up in bunches. Therefore, chaff is better

than straw, providing it is not full of awns or beards.

For bedding mares, chaff having beards in it would not be objectionable ; but, for geldings, wheat or bar- ley chaff having beards in it would be a dangerous kind of bedding, because the long, stiff and harsh awns would be very liable to enter the sheath, and cause inflammation and death. Sawdust, turning- shavings and shavings from planing-machines make first-rate bedding ; because such substances are very short, and will not roll up in wads, and will also absorb much of the liquid of a stable — thus making a valuable manure.

Horses seldom lie down during the day-time while in a stable, unless everything about them is very quiet. For this reason, the bedding should all be well shook up at night, removing all the manure, and making the bed as comfortable as possible. Let each animal have an abundance of straw to lie on, and, instead of simply sprinkling the floor with it, cover the entire stall not less than one foot thick, shaken up lightly. A bed thus made any horse will enjoy, especially in cold weather. Do not be afraid of getting a little too

much straw beneath a horse, as it will not be lost.

1STIAGARA RIVER, FROM GOAT ISLAND.

BY ANNIE M. BEACH.

0, let us not speak in this beautiful place ;

Let us look on the river, the soft azure sky, And list to the song of the sun-gilded waves,

In sweetness forever still murmuring by.

0 beautiful River ! what sights hast thou seen In the unnumbered years of the dim long-ago ?

1 hear in thy music a voice from the past, A mingling of joy and a mingling of woe.

There are names carven deep on the old forest trees, But the dates are worn out by the fingers of Time.

This only we know: they once wandered, as we, To the sound of thy ceaseless and musical chime.

They gazed on the scene which we gaze on to-day;

They heard in these branches the breezes' low sigh ; They passed, as we, too, shall soon pass, from the Earth

To the " City of Silence, " forgotten for aye.

0 beautiful River ! when far from thy shore, In dreams my wild fancy will wander away

To gaze once again on thy peace pictured face, In the palace of Memory hidden away.

0, thanks to the Giver of all that is good

For the music and sunshine around and above,

And the gift of sweet Memory's magical spell,

Which holds in its keeping the scenes that we love.

Cambria, Niagara Co., N. Y.

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MRS. MAYWEED'S AUCTION SALE.

BY H. LOUISA CRANE.

Permit me, before proceeding to detail the facts which form the subject of my present document, to give you a particular introduction to my heroine, Mrs. Mayweed, for she being one of Nature's odd gifts, your imagination would probably fail to do her justice. In person, then, she is rather tall, and very erect ; her eyes are black and piercing, and her hah*, that formerly rivaled in hue the raven's wing, is now slightly intermingled with grey ; this she usually wears arranged in a "frize" on each side of her face, which, together with a brilliant set of false teeth, not a little adds to the charms of a face never, per- haps, designed to be beautiful, but still far from ill-look- ing.

Mentally, Mrs. Mayweed is a lady of respectable talents, but which, like the diamond in its rough state, would be improved by polishing. Accomplished, rather than educated, she once might have boasted of being no contemptible musician ; but, as the unused key is apt to rust, that talent, little by little, vanished, and her musical fame has gradually vanished. She still asserts, .however, that in her youth she was not without fine vocal powers, although, if judged of from present specimens, she would be found destitute of many of the qualities that distinguish a vocalist, and that sweet voice which once elicited so many still-treasured compliments now vibrates uncer- tainly between flats and sharps, but seldom sounds a natural.

For the last fourteen years, Mrs. Mayweed has occu- pied the dwelling wherein she now resides, and fourteen (long or short) years she considers a very long period for any person to spend in superintending a house which, notwithstanding her extra good management, has now become perfectly uncontrollable. Her servants are " spunky," and, on the least provocation, leave without a moment's notice ; her landlord is unreasonable, and all things wear a most discouraging aspect. Being withal a little nervous, she has become almost distracted by this untoward state of affairs, and, some few months since, came suddenly to the desperate conclusion to break up housekeeping, dispose of her furniture, and go to board.

But now a difficulty presented itself. How was this furniture to be disposed of] Should it be stored, given away, or sold ] And, as the first step towards solving so intricate a problem, she concluded to take a general survey of her dominions, and discover, if possible, in what her household wealth consisted. Most satisfactory was the appearance of all things until her arrival in the attic, where she found herself completely confounded by piles of furniture — maimed, broken, and imperfect. The quantity was too great for storage, the articles too useless to be acceptable to her friends and fit only for public sale.

The point thus decided, for many a week the con- templation of " an auction " engrossed her every thought ; and, when it was finally proclaimed as a settled fact, it had a similar effect upon the minds of the whole house- hold, which forthwith became a scene of " confusion worse confounded."

The week preceding the day of sale was one never to be forgotten by the inmates of Mrs. Mayweed's house — scrubbing, scouring and polishing were the only occupa- tions. Every article, from the most venerable relic of

antiquity to the most modern specimen of art, was made to appear in its best, so as to command the highest possi- ble price. The carpets were variously dealt with, for, after having been shaken until a repetition of the act would probably have been dangerous, magnesia and tur- pentine were applied in such quantities, to extract the spots of oil, &c, &c, that they were obliged to remain dormant in a solitary corner for several days. Curtains were dusted, old chairs and tables repaired, mahogany polished, odds and ends of crockery sorted, and many an article which had remained in the same station since the last periodical cleaning was now brought forth from its hidden recess, to be ranked among the valuables. Quite a number, it is true, were past being useful, and would probably remain on hand ; but, as they would fill a line in the catalogue, they were quite important.

This week of confusion was one not to be envied. Everything had undergone a complete metamorphosis from the attic to the cellar, and it really seemed that one re- quired patience equaling that of Job to endure the tumult of the present time. Imagination will give a better idea of the scene than description. Imagine yourself, then, seated at the breakfast-table, with a white cup and. blue saucer, a broken plate, a one-tined fork, and a dessert- spoon at your service, and you have a slight idea of the table fare. But sleep, that restorative to all human ills, was also to be provided for. At first, chairs were substi- tuted for bedsteads ; but, by and by, in the general fever for repairing, chairs became so scarce that it was with the greatest difficulty four of similar height and dimensions could be found to supply the deficiency. The furniture was arranged and rearranged until Mrs. Mayweed thought all would appear to the best advantage ; the prices were fixed upon each article, and all being in readiness, the eventful day arrived.

The morning sun shone brightly on the bright red flag displayed from the second story of the dwelling, and, by ten o'clock, the throng had assembled. Persons, both native and foreign, and of all classes and trades, were among the gathering. The windows were low, and it was quite an edifying sight to look in at them. Now and then the head and phiz of some person on tiptoe would be elevated above the rest, to catch a glimpse of what was going forward, while one extremely tall person was con- tinually molested with the request that he would take off his hat or stoop a little lower, that others might have a chance.

Scattered in lavish profusion were pamphlets, setting forth all articles to be disposed of, in every corner and crevice of the house. But now a stentorian voice, and the sound of two hands struck vigorously against each other, called the attention of the anxious Mrs. Mayweed to the quarter from whence the sound proceeded, where the portly individual who was to officiate as auctioneer stood, mounted upon her best table, with nothing but a piece of baize between his shoes and the mahogany — that table which she had so carefully cleaned and polished, to be used in such a manner ! — it was shameful.

Proceedings began in the kitchen. The first article offered for sale was a brightly scoured Dutch oven, which, to the horror and consternation of Mrs. Mayweed, was knocked down for two and sixpence, though she positively asserts that, not two months previous, she paid fourteen shillings for the said article, and, in the excitement, she audibly proclaimed, to " all whom it might concern," that

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it should not be sold for two and six-pence ; but her reso- lution was of no avail. The new and modern cooking- stove, for which only a short time since she had given $35, went for ten, merely because the soapstone was somewhat damaged, and everything else was sold at the same ruinous rates.

The crowd was now becoming somewhat excited — ■particularly the female portion — as the auctioneer dwelt upon the merit and value of each separate article, and he was at last obliged positively to forbid the "dear ladies" bidding against themselves — a practice so general among these anxious speculators. While he still continued to shout forth that everything was " going at a remarkably low price, and all should purchase while such an excellent opportunity presented itself," Mrs. Mayweed sat anxiously watching the proceedings, and gazed with sadness as, one by one, the different articles passed to their new owners. Bureaus, tables, chairs, curtains, carpets, pictures, &c, were cast aside with the fatal word " Gone ! " And now the auctioneer was dwelling with much eloquence on the elegance and exquisite beauty of a pier-glass, which he declared to be the most desirable as well as indispensable article in any household. " What will you give for this V cried^ he. " Only fifty dollars ! I'd give sixty myself. Five more is bid — a lady bids sixty — sixty dollars by two bidders — seventy — eighty — going at eighty — going at this ruinous rate — is ninety bid % — ninety dollars — going

at ninety dollars — once, twice, thr ." Just at this

critical moment an aristocratic looking gentleman,, cast- ing his eyes on the beautiful mirror, offered one hundred dollars. " Going for only one hundred dollars — who'll give me ten 1 — only one hundred dollars — g-o-i-n-g, g-o- i-n-g, gone ! " and down came the uplifted hand, and the expression " sold ! " Then the keen-eyed crier raised both hands in dismay at the " perfect sacrifice " he had made in its sale, although he well knew the price was as great as a new one would command in Broadway.

Thus matters continued for the lapse of an hour or two, when, the sale being complete, the multitude began to disperse, the purchasers only tarrying long enough to settle their bills and give the necessary orders respecting their new property. Spring-carts and cartmen were soon on the spot, and now the out-door bustle began. Mrs. Mayweed was (as it were) flying around with all imagin- able speed, to see if the articles intended for herself were properly guarded ; but, notwithstanding her extra guar- dianship over them, there were several mistakes made. One entirely inoffensive person having nicely stored his purchases, was about dispatching the cartman with the bur- then, when the affrighted lady herself appeared, declaring that " that mahogany table was her own, and that she never intended to part with it ; it had been in the " Old Homestead " a long time, and should descend to her nieces and nephews to the last generation — therefore, she commanded it should be directly taken off that cart." The surprised purchaser, rather than be seen quarreling with a lady in the street, .consented. The affair was set- tled with becoming gallantry, and the table left upon the sidewalk.

The various articles, with the respective purchasers, having now taken their departure, the house was left va- cant, and that night the household furniture of Mrs. May- weed was widely separated, some having taken passage in ferry-boats, some in the railroad cars and common carts, and a small proportion by the hands of pedestrians.

vol. v. — 4

Thus the contents of this "well-regulated house" were disposed of, with a profit on some articles and a decided loss on others. And thus concludes my somewhat exten- ded account of this memorable transfer of property — un- satisfactory to Mrs. Mayweed, as she positively avers — but, my private opinion is, that when the gluing and pol- ishing of some of these " gems " have passed away, the purchasers will have the most cause for regretting their predilections for " auction bargains in furniture. "

%m Illustrations of tfje Drafts,

BELGIAN CALECHE.

Illustrated on Plate V. This very unique design we transfer to our columns from the Mercure Universel. It represents a Caleche sent from Belgium to the late International Exhibition, but is not among those to which a medal was awarded. There are some beautiful lines in this body, but we are appre- hensive that the front quarter looks better on paper than it does carried out in construction. Tastes differ, how- ever, and we leave our readers to form their own judg- ment in this matter.

SINGLE-HORSE COUPE. Illustrated on Plate VI.

The Coupe has now become one of our most fashiona- ble carriages, as any one may see who strolls along the Fifth Avenue about 11 o'clock A. M., where, in that aristocratic thoroughfare and its tributary streets, he will find them thickly standing, with a liveried servant, drawn up before the door ; or at a later hour visits Stewart's marble palace, where the Ion ton do their shopping. They are fast taking the places of coaches among the " upper ten, " being much lighter and better accommodated to the ordinary use of the ladies.

Through the kindness of Messrs. Brewster & Baldwin, of Broadway, we are enabled to present our friends with a drawing of a Coupe, light enough for one horse, of the latest type, and, as we think, a very pretty one. The bodies of these vehicles are painted of various colors, such as black, blue and brown-blue predominating, and are striped with broad gold-imitation stripe and lined with blue or other colored Terry, and the mountings silver.

HALF-CUT-UNDER phaeton. Illustrated on Plate VII.

Mr. Editor : — The chief peculiarity of this style of body lies in the " cut-out," which is formed by putting in a very wide bottom-side, and cutting into it 3 or 4 inches, and then boxing around the recess with either carved pan- els or imitation blinds, which will have a very pleasing effect. The seats in this example may be shifted so as to bring the back one to take the place of the front, and vice versa, when desirable. x- z-

This original design, contributed by a new and valued friend, is the first of a series with which we hope to treat

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March,

the patrcms of this Magazine during the year. In our next they will have a four-in-hand Phaeton from the same artist, drawn expressly for us.

ROUND-CORNERED BUGGY.

Illustrated on Plate VIII. As we have elsewhere observed, there is not much new in the style of buggies ; but the one given on this

Plate is about as popular as any. It is intended to rep- resent a round cornered square body, if we may be allowed such a term. Our engraver has given the corners a little too much rounding; with this exception the illustration is a very fair representation of a fashionable New York buggy. See further remarks on " Fashions in Buggies " on page 30.

SELF-ADJUSTING CARRIAGE SPRINGS.

Three years ago this spring was patented by J. M. Forrebt, of New York. The advantages claimed for them are, that only about one-half the weight of steel is required to that of elliptic springs, making the first costless ; that as there are neither welds nor holes in them, they are less liable to break; and that with a simple machine they are more easily made than the ordinary spring. They are called self-adjusting because, with a light weight, they spring the entire length, and are not so stiff as when a sufficient load requiring a stiff spring closes them under the point B, as represented in the cut, Fig. 1. The joint at D, renders them submissive, thereby preventing that sudden shaking or jolting which passengers are subjected to by other springs whilst passing over uneven roads, — the motion being very easy and pleasant. The cross-bar rep- resented in the large engraving may be dispensed with, but when the collar is plated it is considered to be orna- mental

When this cross-bar is omitted the ends of the loop- irons to the carriage-body are attached to the spring as in Fig. 2, at X. The body-loops of the carriage when attached to the cross-bar are fastened by a bolt at c, in Fig. 1, and instead of the en- tire weight of the carriage being placed on the center of the axle, as with the elliptic spring, it is divi- ded, pressing at each end on the axle and pulling-up in the center, making the axle much less liable to break. Persons wishing to pur- chase county or shop rights in either Albany or Rensselaer Counties, New York, can address Henry Holton, 32 John Street, New York City.

APPLICATION

-SPRING.

Some novel features in the construction of carriages were shown in the late London Exhibition. Among these was an inverted C-spring with leather braces, as il- lustrated in our engraving. They are the invention of

Corben & Sons, of Great Queen Street, London, and are introduced as an effectual remedy for the hard motion and drumming noise complained of in carriages hung upon elliptic springs, and are said to answer the purpose well. The materials used are leather and steel, and the spring may be applied to almost any kind of carriage, and the costs are but little more than that of the elliptic spring, and not much heavier. In this instance these springs were applied to a dioropha, the back quarter of which figures in our illustration.

The London Mechanics' Magazine on Yankees. — The journal we have mentioned winds up a lengthy notice of the American patent cow-milker in the late In- ternational Exhibition with the following compliment: " To a ' cute Yankee ' the Goddess of Science, herself, is but a good big cow with plenty of milk."

1863.

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Uahtt ^ooiil

COMPOSITION OF PAINTS.

BY H. HARPER.

The nature of paints — Their effects on oils in retarding or causing the decay of the same, and th > liabilities of poison from pai its when by the perishing of the oil they are loosened from the substances on wliich they have been spread — The fatal effects of white-lead on animals — The dangers we suffer from living among paints.

We do not propose in connection with this subject to enter into all the minute operations necessary to the manufacturer of paints, or anything of tne kind, more than is necessary to give the painter a knowledge of the component parts of the substances that he is daily using, and the effect which different paints have in destroying the cohesive qualities of the oils and gums with which they are held to the surface of the things painted ; but to show that when the cohesive nature of paints is destroyed there is greater liability of poison from some kinds than others.

Paints are mostly produced from mineral substances, such as iron, lead, zinc, copper, arsenic, &c, which are re- duced from their hard and firm mineral state by oxygen, carbon, or some of the acids, into the fine powder which is so soft that we can grind it into paste that may be spread over the surface of work, forming a beautiful finish to the same. It must be remembered that these same gases which decomposed the solid metal still pervade the atmosphere that surrounds the paints, and which has once more become a solid substance by the process of harden- ing— a liquid oil, — and that this same gas will continue to operate in the same way, upon this second solid paint, that it did on the first solid metal, rendering it back the second time into the same fine powder, but which has now been mixed with oil.

Experience teaches the practical painter that these gases operate with more effect on some kinds of paints than on others, and, if he knows the composition of the paint — whether it has been reduced from its solid state by carbon or oxygen — then, by experience he will learn to distinguish the quick-decaying from the long-lasting paint. A perfect knowledge of chemistry would help the investigator materially ; yet it would hardly compensate for a lack of practical knowledge of the uses of paints. It is the misfortune of this branch of business that the two qualifications are not often found united in the same per- son.

Paints that have been made by reducing the solid substances with either carbon, or oxygen, so that they are nearly a pure carbonate, or oxyd, would seem to be the most lasting paint ; and also the paint that has the least effect in drying the oil with which they are mixed. In the composition of such paints with oil, we have to in- troduce another substance which is undergoing the process of oxydizing, to make the oil dry ; and this establishes pretty certainly the conclusion, that while oxygen is ne- cessary for drying oil, the same thing causes decay while it is undergoing the process. This may be seen in the use of lamp-black and Venetian red ; the first is almost a pure carbon of vegetable substance, and the other a pure oxyd of iron, mixed more or less with clay, or marl, which has no affinity for oxygen. These two paints are,

when mixed with oil, the most lasting and at the same time the least susceptible of giving the oil a drying qual- ity. We have to introduce another substance to make the oil dry when we use this paint, and every painter who observes any thing about his trade must have noticed that, as he increases his dryer, he renders his paint the less lasting where it is exposed to the atmosphere. He will observe the same in the use of varnish ; the quick drying is the least lasting. From this we must infer that when a solid substance has been perfectly destroyed by oxygen or carbon and made into paint for use, that neith- er of the two gases has any more affinity for the paint, and not as much for the oil with which it is mixed, which ac- counts for the lasting quality of the same.

White-lead is made by exposing thin plates of the metal to the action of vinegar vapor, which causes the metal to absorb carbon, and which transforms it to a white powder, and which, when pure, takes the name of Flake-white. A mixture of this flake-white and barytes forms the white-lead for painters' use, the purity of which depends on the relative quantity used of the two articles, the barytes being the cheapest of the two. It comes from the factory marked " pure, " " extra, " and various other brands by which the painter who is well posted can form a tolerable good guess about what he is using as com- pared with the best quality. The idea of marking it " pure " is an absurd one, and shows how little reliance can be placed on such marks. Originally, when lead was mixed with whiting, in England, the relative quantities were fixed by statute to be one-eighth of whiting, and that mixture would command from two to three cents more on the pound than American lead, which had no statutory re- strictions, but was called " pure. "

White-lead is considered valuable on account of the body which it gives to paint, and is much used for various purposes ; for the first coats on carriage-parts particularly. It forms a good body, has a good drying tendency, and pure white appearance, which makes it valuable for mix- ing colors with ; yet it should be b mished from use where the decay of oil allows it to fall off, on account of its pois- onous qualities. The poison has been supposed to affect the painter only, but this is a great mistake. There are very few bad effects that he derives from lead, alone, in the present form in which it is used. The bad effects are these : it goes into the hands of those who are ignorant of its nature, and who use no discretion in its use ; and they are as liable to put it on to a place when the oxygen of the atmosphere will destroy the oil and leave a fine pow- der of poison loose, and where it is, by accident, in some way liable to be introduced into the stomachs of those who are in the vicinity. A case of poisoning came under my own observation which I will relate to show one of the various forms in which it is injurious.

A man by the name of Martin was engaged in hauling goods from Milwaukee to Berlin, Wisconsin, a distance of about 100 miles. At one time he brought home 25- pound kegs of lead with other things, and, after discharg- ing his load at the store, he drove his team into his own barn-yard, when he took a small quantity of hay that had been in the bottom of his wagon and threw it out for his cattle, that were in the yard, to eat. He observed at the t'me that some of the lead had oozed out, between the staves of the kegs, on to the hay, and also knew that it was poisonous, but did not think it was enough to hurt any body. The next day he made the discovery that

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seven of his cows were sick, and he also remembered that they were the only ones of his stock that had partaken of the hay. This led him to think that they were poisoned with the lead. He administered such antidotes to the poison as were recommended, without any effect towards curing them ; in a few days after they were all dead. There are but very few cases where we can trace poison- ing from lead back to the real cause ; but to one who knows that thousands of pounds of deadly poison is spread out on the houses of every village and city, and that the same is becoming loosened every day, such will be apt to conclude that much injury to health must arise there- from.

The great mistake with those who understand the na- ture of lead, and other poisonous paints, is, that they do not make an allowance for its coming off after once being spread on wood with oil. This must be the case sooner or later where it is exposed to the action of the atmos- phere and wet, from the simple oxydizing of the oil ; there- fore we would say, to those who will not discard it entire- ly, use it with the utmost caution.

(To be continued.)

Critmnhtg %am.

LININGS EOR A BOARD SEAT.

The accompanying engraving shows the manner of lining the board seat (turn-over seat) of a buggy, illus-

trated on Plate XI. of this Vol. The material in this in- stance is supposed to be brown morocco, with a roll around the top, and a heavy underlaid seam between the upper and lower rolls, the cushion being single and ex- tending the entire length of the seat.

ENAMELED CLOTH. The black enameled cloth is the kind most largely in use ; but the method of making the different colors is es- sentially the same, the black being the foundation, and the colors afterward applied by hand. The basis of the black is cotton cloth of the best quality, made expressly for the purpose. It varies in texture and width, according to the kind of goods for which it is intended, the width being from thirty-four to fifty -four inches. The cloth is taken from the bale and wound upon a large iron cylinder, in which position it is ready to receive the first coat, by be- ing slowly passed through the machine across and be- tween the huge iron cylinders, from the smaller of which, at the top, it receives the first coating of composition — a mixture of oil, lamp-black, rosin, and. other ingredients, boiled together till about the consistency of melted tar. From between the cylinders, dressed in its black coat, the cloth is carried to the story above through an aperture in the floor, and wound upon a huge wooden frame, resem-

bling, in shape, the old-fashioned reel. By an arrange- ment of spokes upon the arms of this huge wheel, each layer of cloth is kept separate, so that no two portions of the cloth will come in contact. The frame, with its con- tents, when filled, is passed into what is called the heater, an apartment kept at a high temperature, for the purpose of drying-in the coating of composition. After remaining in the heater a sufficient time to complete the drying pro- cess, it is removed to the lower story whence it originally started, to pass through the hands of workmen, who make all the rough places smooth. It is laid on long tables and alternately sprinkled with water and rubbed with pumice-stone till the whole surface is made perfectly smooth. The cloth is then wound upon the cylinder again, as at first, and passed through the machine in the upper story, upon the huge reels, and into the heater, and again under the pumice-stone. The cloth is passed through the machine five times, or till the required thick- ness has been laid on. After the last scrubbing down, the fabric is taken to another department in the upper story, thoroughly varnished, and again passed through the heater. It is now a piece of cotton cloth, with a thick, shining coat of black, very much resembling patent leather. But it has not yet received its leather finish ; so, in another department, it is passed through the enamel machine, which consists of another set of huge rollers, one of which covers its surface with irregular indentations re- sembling the grain of leather. — Technologist.

editor's (Itork-knd],

THE SITUATION. The above heading greets us when we look into the daily newspaper, and when we read on we find it introduc- tory to an attempt to tell how the war progresses. Our individual war against the printers and paper manufactu- rers places us in a " situation " from which we would gladly escape without calling in the aid of our friends, could we do so without loss ; but, as we intimated in our last number, we have since been obliged to advance the price of this Magazine to $4 for the Fifth Volume — 12 numbers, embracing the period of seventeen months in their issue — and even at this price see no prospect of making any money as long as the war lasts. We have looked in vain for a decline in the cost of paper for the past two months ; we can therefore expect no relief, other than in charging more for our publication. Rela- tively $4 is not as much as $3 was formerly, and it is not a greater advance than the carriage-maker gets for his work over last year's prices. We therefore hope our friends will not forsake us in these times of trial, but cheerfully stand by us ; and we promise that as soon as times permit we will again reduce the subscription price to $3. Those who subscribed during January and have not yet sent in the $3 will please to do so at once. Should they not heed this notice they must not complain if, after the 1st of April, we call on them for $4.

1863.

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ENGLISH VANDALISM.

In this number we give the remainder of the Commit- tee's Report of Carriages in the London International Exhibition for 1862, in which full justice has been awarded to American skill ; but there is a sequel to the report, which, in all probability, will never find a reporter on the other side of the Atlantic. It will be remembered by those familiar with our pages, that there were only two vehicles sent from this country to the recent exhibition, both of which were the contributions of Messrs. Brewster & Co., of Broome Street, New York, and that the Phseton was awarded the first premium of the Royal Commission, for good workmanship, good material, &c, all of which was very satisfactory to our friends and pleasing to our national vanity.

Scarcely had this pleasing intelligence reached these shores, when we were privately told that both the vehicles referred to had been shockingly mutilated, as is supposed, at the hands of jealous English operatives. After the strong evidence manifested by the jurors, that they were uninfluenced by any national prejudice against us in their decision, it was difficult to believe that any class of men could so far divest themselves of manhood as to commit such an outrage against those who had thus confidingly intrusted property within their reach. Supposing there might be some mistake in the matter, we have deferred alluding to the subject until now; but facts are stubborn things and not easily suppressed, and our worst fears have been painfully realized. We say painfully, because we consider it disgraceful to the craft, in any clime, to act in such a manner as that complained of. This conduct, extended, would carry us back to the dark ages when to mount a " palfrey " was the acme of travel.

What could have been the motive for this vandalism, is a matter difficult to determine ; but the supposition is that a prejudice against machine labor, which is known to be inherent in the minds of ignorant English operatives, had something to do with this outrage. If such is the case, they have had only the disgrace for their reward, for we are assured that the stitching in this instance was done by the hand — the careful labor of several days. We learn that both carriages had been disposed of to English cus- tomers, to be delivered to them when the Exhibition closed ; but three days previous to that period it was dis- covered that both dashes and all the fronts of the cushions and some portions of the panels also were cut ; the leather work through and through, apparently with a knife, so deep as to penetrate the apron rolled up against the dash. These were not simple cuts, but were crossed in every direction, showing evident vindictiveness in the mind which directed the hand in this operation.

Under other circumstances, this outrage against friendly exhibitors would have thrown the vehicles back upon the manufacturers, but the purchaser, in this instance, was so

honorable as to stick to his contract, after the Messrs. Peters & Sons, of London, had put them in complete order again. This extra expense should never have been entailed upon the manufacturers, to the lasting disgrace of somebody. We submit that such treatment as our car- riages have received at the hands of Englishmen is not the best calculated for encouraging further contributions of the kind from this country, but is about what we might have expected.

FASHIONS IN BUGGIES.

As to the general fashion in buggies this spring, there is very little new to report. Those who have our Fourth Volume to refer to will find, on Plates VIII., XXXIII., and III. of the present Volume, a fair exhibit of the present New York styles. These are now mostly painted black, and striped with gold or its imitation, by a quarter-inch stripe, or else are painted lake and striped with red. The material for the lining is mostly blue cloth, with leather weltings substituted for narrow laces, the general features of which are exhibited in the drawing on page 11 of our last number. The price now ruling in New York for first-class top buggies is $275, and for no-tops about $185. To some of our country friends these prices may appear exorbitant. To such we can only say that, should they see the labor and count the cost of the material used, they would soon acknowledge that these prices barely pay the manufacturer. We fear that the trade generally do not actually know how much their carriages do cost them. In this connection we subjoin a letter, we have lately received, bearing upon this very subject, hoping that some one will respond to the writer :

New York, January 22d, 1863. E. M. Stratton, Esq. : — Dear Sir, — I have often thought that you might confer a great benefit on the man- ufacturer by calling his attention to the actual costs of his work. In my opinion there are but few who really know what they pay out in getting it up, and this fact has been brought to my mind with great force, in hearing of the prices at which the Coupe is sold in this city. How many of the readers of your Magazine know that this carriage costs nearly $100 more than a Hack Coach, while it sells for $100 less 1 I would like to see an estimate of the costs from some competent and