PLATE 17.
Vol. 11.
DROP-FRONT   ROCKAWAY.-|   in.   scale.
Designed expressly for the New  York Coach-maker's Magazine.
Explained on page 73.
PLATE 18.
Vol. 11.
PLATE 19.
Vol. 11.
TROTTING   COAL-BOX   BUGGY.-J in. scale.
Designed expressly for the New York Coach-makers Magazine.
Explained on page 73.
COAL-BOX,    WITH   T 0 P . — \ in. scale.
Designed expressly for  the New  York Coach-maker's Magazine.
Explained on page *74.
PLATE 20.
Vol. 11.
ORIGINAL   MONOGRAM. — M.   B.   &   CO
Explained on page 75.
CANOE    COAL-BOX,    WITH   TOP. — \  in.   scale
Designed expressly for the New  York Coach-maker's Magazine
Explained on page '74.
DEVOTED   TO   THE   LITERARY,   SOCIAL,   AND  MECHANICAL  INTERESTS  OF  THE  CRAFT.
Vol.   XI.
1NTEW   YOEK,   OCTOBER,   1869.
No. 5.
 ^iterator*.
THE ADVENTURES OF THREE JOURS.
BY   H.   S.   WILLIAMS.
Chapter V.
The good steamer St. Nicholas was advertised to leave
for Montgomery and all intermediate landings on Satur-
day, the 5th day of May, and our friends decided, as they
had finished off all of Mr. Hardy's work, to take passage
thereon. Perhaps a hint thrown out by Miss Linden a
few evenings before had something to do with that deci-
sion, on the part of Gloner, at least; but of that here-
after.
" Business of all kinds will be dull now until fall trade
begins, which will be about the first of September, when
the new cotton crop commences coming in," said Mr.
Hardy, when he settled up with them. " If you come
back this way at that time—and I think you will, for I
don't see how a person of intelligence, who has lived in
Mobile once, can go away for good—and if you do return,
give me a call, and if you want for anything to do, I'll see
if I can't accommodate you. I am well pleased with your
work, and the same jobs, if sent to one of the repairing
shops here, would have cost me twenty-five per cent,
more, and not been half done at that. When you come
round to bid us good-by, I'll give you a letter to a Mont-
gomery friend of mine—it might do you some good—at
all events it will do no harm."
On the 1st day of May our friends attended a May-
day festival, when, in the expressive language of Loring,
" they had a high old time." And then the intervening
time was passed in calling on their lady friends, and in
wandering about the city, which now, off of the business
streets and outside of the quarter devoted to cotton ware-
houses, was one dense wilderness of roses. And then one
day was passed across the bay, on the eastern shore, where
they found the most delightful bathing, the finest fishing
and hunting, as well as the best tables they had ever seen.
But, alas! all pleasures have an end, and the 5th of May
arrived.
Mr. Hardy was called on, the letter of introduction
was received, and then they went aboard the St. Nicholas,
Vol. xi.—9
and, lighting their cigars, they took seats on the deck
where they could have a free view of the busy scene be-
fore them. In the year 1857, nearly all the planters in
the interior of Alabama, and a good part of Mississippi,
too, obtained their supplies from Mobile, consequently
the scene was a busy one. Great hogsheads of bacon,
barrels of mess pork and flour, tierces of rice, and all
kinds of groceries were hauled on the wharf by the dray
load, and then rolled on the steamer by a score or two of
stalwart deck hands. Then, as the hour for departure
drew near, coach after coach drove up and deposited loads
of passengers. One in particular attracted Loring's at-
tention, and when the occupants alighted, he slapped his
companion, and exclaimed, " Ah, ha! my boy, Miss Lin-
den and her father ; I see now why you were so anxious to
come on this boat. You knew Miss Lucy was to be one
of the passengers."
*A smile played on the face of Gloner as he replied,
" I certainly did, and of course when one can have pleasant
company, one is unwise not to profit by it."
A nod and sweet smile of recognition was bestowed on
both as she passed by and disappeared in the lady's cabin,
after which they saw her no more until next day; then
they met and passed several hours together, viewing the
ever-varying scenery along the romantic banks of the Ala-
bama, and when night came, through her our friends be-
came acquainted with nearly all the lady passengers on
board.
Now, we know that the professed novel reader will
censure us for our lack of skill in depicting and introduc-
ing startling adventures, for we well know that we ought
to have the steamer blown up, or get snagged, just for the
express purpose of having Gloner rescue Miss Linden and
her sire from a "watery grave," while Loring swims
ashore with all the rest of the lady passengers, but we
plead guilty to a most deplorable aversion to " hairbreath
escapes," as well as to a sacred regard for truth, and as
the wreck of the St. Nicholas is to this day visible in the
Bigbee River, where she sunk in 1867, surely the lovers of
the marvelous will see the utter impossibility of causing
her to " go up " ten years prior on the Alabama. There-
fore, we only have to record the fact, that our friends,
after a most agreeable and pleasant trip of three days and
some odd hours, landed safely at Montgomery, and put up
at the Exchange Hotel.
The next morning, as Mr. Linden's carriage had ar-
66
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
October,
rived, he and his daughter left for their plantation some
ten miles distant.
" If you remain in the city, I should be pleased to have
you both call out and see us," said Mr. Linden, as he
shook them warmly by the hand at parting; "I will try
and make your visit agreeable and pleasant, in which I
know I will be assisted by Lucy."
" Thank you for your kindness," said Gloner, " and if
we do remain here, we shall certainly profit by it, and
more particularly," he added in an under tone, " if it
would be agreeable to Miss Linden."
A smile from her answered him most fully.
Now for work, said Gloner, as the carriage disap-
peared at the next corner; " we must make hay while the
sun shines, so let us look up the carriage factories here,
and see what can be done. Let me see, where is Hardy's
letter. Ah, yes, here it is ! By Jove! ' Lamer & Foun-
tain, proprietors of Exchange Stables and Montgomery
Carriage Factory.' So they build carriages and wear
them out too, hey ? Come on, and let's see what they
can do for us."
They soon found the Exchange Stables, and inquiring
for Mr. Lamer, they found that worthy seated in the office
with his boots elevated on a table, while he smoked a
cigar and read the morning's paper.
" You will find Fountain in the shop," he said, as he
glanced over the letter; " take this to him. Shop fronts
the next street, and you will reach it by passing through
the stable," and he resumed his cigar and paper.
On reaching the shop, all hands apparently were
gathered at the front door, where quite a crowd of persons
had collected. A single glance told our friends that there
had been a runaway, and the crowd were examining the
wreck and listening to the driver, who was a little hurt
and a good deal scared, tell about "how de t'ing haD-
pened."                                                              b      r
"A bad smash up," said a gentleman in  his  shirt
sleeves, as he re-entered the shop; " a bad smash up__
would not have had it happen for one hundred dollars__
the only fine Clarence coach we've got, and no one that
can repair it the same as it was."
"Is this Mr. Fountain?" asked Gloner, as he ad-
vanced towards him.
"Yes, sir ; that's my name, sir."
" I have just arrived from Mobile, and have a letter
from a friend of yours there, Mr. Hardy."
"Ah, indeed, from Hardy, eh? Well, what does he
have to say?" and taking the letter, he read it eagerly.
" Well, Hardy says here that one of you is a first5 rate
body-maker, and the other a very fine painter. Are you
the body-maker?"
"Yes, sir, and my friend here, Mr. Loring, is the
painter."
" Well, I do not know but what you are lucky in ar-
riving here just now," said Mr. Fountain; " go out and
look at that coach, and tell me what you'll do the repairs
on it for."
It did not take Gloner long to decide, for the carriage,
as is generally the case with a runaway, looked a good
deal more damaged than it really was. Two of the lower
quarter panels were split, the glass door frames were both
broken, one wheel injured, and all the carving on one side
more or less defaced.
" Well," said Gloner, when he returned," I will do all
the wood-work for twenty-five dollars, and make it look as
good as new."
" Well, but how about the carving ? Did you notice
that some of that was broken ? "
" Yes, I noticed it all, and will carve it just the same
as it was before the accident occurred."
" Well, if you can do that, I'll give you twenty-five
dollars willingly. And can your friend there paint it so
as to correspond with the balance ?"
" Certainly," said Loring ; " I can paint it for, let me
see, say ten dollars, and not one in a hundred would ever
know it had been damaged."
" Well, you can go right to work on it then, Mr.
Gloner. And as for your friend here, I'll give him some-
thing to do in the paint shop until you are ready for
him."
" Very well, sir. Have your smith take off the body
and bring it before the bench I am to occupy, and after
dinner we'll be on hand."
On leaving the shop they happened to pass the post-
office, when Gloner proposed stopping, as a letter might
be there from Margrave. And, sure enough, he did re-
ceive one, wherein that worthy stated that he had written
to Mobile, and receiving no answer, had concluded to write
one to Montgomery. It was dated the last of April, and
further informed them that he expected to leave the
place he was then stopping at, and try to get to a civil-
ized county, when they might expect to hear from him
again.
" Poor Margrave," said Gloner; " I fear he has not
had as easy, nor as pleasant times as we have. And I
presume he is about broke, too. Wish I knew where some
money wouldreach him, for a ten dollar gold piece would
be very acceptable just now, I warrant you. Well, I
hope he'll write soon, at all events."
After selecting a pleasant-looking boarding-house in
that most beautiful part of the town known as Capitol
Hill, and moving their trunks thereto, they partook of a
good dinner,—although rather late, as it was two o'clock
when the bell rang,—and then proceeded to the shop and
commenced operations. During the afternoon Gloner
managed to get out all his stuff, and two more days of
rather hard work saw the job finished.
" Very well, very well, indeed," said Mr. Fountain, as
he looked at it most critically. " I don't see but what
that's just as good a job as they could do up North, or
anywhere else, for that matter. Now we'll have the
smith-work done, and then Lorir.g here can try his hand.
In the meantime, I want a neat express wagon to carry
baggage to the river, and you might as well make the
body, I guess."
" Very well, sir; what's the size, and how do you
want it made ?" asked Gloner.
"Oh, as for that, just suit yourself," returned Mr.
fountain. « You know what I want it for, and you know
how it ought to be made as well as I do, so just go
ahead."                                                      '       J       b
" Pretty rapid progress already," thought Gloner, as
he proceeded with his job.
When Loring applied the last coat of varnish, and
pronounced the coach done, the delight of Mr. Fountain
knew no bounds, and he was not satisfied until he had
his partner in the paint-shop looking at it.
" Isn't it a first rate job," he said. " Now, who would
have thought such a thing possible.    Why I couldn't tell
1869.
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
67
that it had been repaired myself, if I didn't know it. It
looks just as good as it did before the run-away, and I
don't know but what better. We must have all our car-
riages repaired and painted up now, while we've got the
opportunity," which assertion convinced Loring that they
both had a good summer's job.
Montgomery did not prove as social a place as Mobile,
yet our friends managed to get along very well. They
were fortunate in having a good boarding-house and a very
pleasant room, where Gloner passed most of his leisure
hours. At the shop they each had. a little darkey to wait
on them—to tote water, heat the glue, grind paint, wash
off old carriage parts, take work to pieces, and, in fact, all
the drudgery; for your jour in the South in those days
would soon lose caste, and be considered nobody, if he
stooped to such menial work. Then the money was
always ready, and our friends were never questioned
about their prices. " What is such a job worth ?" Mr.
Fountain would ask. " So much," would be the reply.
" All right, sir," and the amount was put down without
another word.
And so a month passed away right pleasantly, and
quickly, too; and then the hot weather came on. But
as work was not pushing, they consulted their own inclin-
ations, and thus managed to put in the time rather
easily.
About this time Gloner received a letter from Mar-
grave, written &t Columbus, Miss. " I have finally
reached this place," he wrote, " a rather pleasant inland
town, and have a job at a very good carriage factory, but
only to trim two buggies. Had a terrible time in getting
here. Walked all the way from Yazoo City—but I'll tell
you all about that when we meet. If you get this, do
write to me, and get a job for me near you, for I'm tired
of this kind of living."
As Mr. Fountain said he could give him something to
do, Gloner wrote to him the same day, and each one en-
closed a ten dollar bill therein, with instructions to come
on direct to Montgomery as soon as he had finished his
buggies.
" Suppose we should go out and test the sincerity of
Mr. Linden's invitation," said Loring one evening, as they
were returning to their boarding-house. " The boss is in
no particular hurry for our work, and I think a few days
recreation out in the country would do us good."
" No doubt of it," returned Gloner ; " and nothing
would please me better, for I have a great desire to see
how the planter lives, as well as to have a look at the
country itself, and learn how they make cotton."
" Then let's speak to Mr. Fountain for a team, and
we'll start, say next Saturday, and remain over Sunday,
at all events, and as much longer as we may decide upon
at that time.    What say you V
" Very good ; I will speak to Mr. Fountain to-morrow
about it."
The next day he did so, and Mr. Fountain declared
that he would fit them out with the best the stable af-
forded. " You will have a fine time out there," he added.
" Mr. Linden lives in style, and being one of the old-
school Virginia gentlemen, he will leave nothing undone
for your pleasure and comfort. And then his daughter,
Miss Lucy, is one of the sweetest and most charming
creatures you ever saw,—but then you know that already,
as you are acquainted with her."
And so everything was arranged, and, with one at
least, Saturday morning was looked forward to with a
good deal of interest. A note was duly despatched an-
nouncing their contemplated visit, and then they could
only await with patience for the auspicious morning to
arrive.   •
{To be continued.)
TREATISE ON THE WOODWORK OF CAR-
RIAGES.
Continued from page 53.
The size of an angle does not depend upon the length
of its sides, but upon the space between them.
There are three kinds of angles : the right angle, the
acute angle, and the obtuse angle.
XII. When an upright, A D, meets another, B C, (fig.
3), in such a manner
 they form two
 equal angles, BAD,
CAD, these angles
are right angles, and the
upright, A D, is said to
be perpendicular, or
square to the line, B C.
In order to raise a
perpendicular    on   the
JL.
line, B C, from the point, A, two equal distances are taken,
A B, and A C, respectively, on each side; then, with
a pair of compasses extended farther apart than A B or
A C, two segments of circles are drawn from points B
and C, the point of junction, D, determines one of the
points of the perpendicular. By drawing a line between
A and D the perpendicular is obtained. In the art of
drawing, this operation is effected by means of a rule or
a square.
XIII.  All angles, for instance E A C, being less than
a right angle, are acute angles, and all angles, such as
E A B, being larger than right angles are obtuse angles.
The line, A E, in common with those two angles, is ob-
lique to the line B C.
XIV.  Two angles, C A E, E A D, are called comple-
mentary to each other when their united sums are equal
to a right angle.    Two angles, C A E, E A D,  are sup-
plementary to each other when their sums are equal  to
two right angles.
From the foregoing it will be seen that the sum of all
the angles formed around one point, A, of a line, B C,
and on the same side of the line, is equal to that of two
right angles.
XV.  When two straight lines, A B, C D (fig. 4), cross
-p. each other, at point O, in
any manner whatever,
they form four angles
around that point, the
sum of which is equal to
 that of four right angles.
 Angles such as A O C,
DOB, opposite angles at the point of crossing of the
two lines, are equal angles. Therefore, these two angles
are supplementary either to the angle A O D or C O B.
By the same fact it is proved that the angles A O D,
COB are equal *
XVL   Parallel Lines.—When  two  straight lines,
68
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE
October,
such as A B and C D (fig. 5), have the same direction, in
-p.     g                    such a manner that,  if
&'                       they are infinitely pro-
A                          "            ~ B longed,  they   will   not
meet,  they   are named
parallel lines. The prop-
C               "                        ~ D erty of such lines is, that
they preserve an equal
distance between each other over their entire length.
XVII. Triangles.—A triangle is the space between
the lines that cross each other, respectively ; here in this
description we shall only consider those triangles formed
by straight lines. There are two facts to be noticed in
all triangles—the lines by which the surface is bounded,
and which are designated the sides of the triangle, and the
angle formed by the junction of those lines. Thus the
-o      _   .                   lines A B, B C, C A, are
'>        *                      the sides of the triangle,
ABC (fig. 6); and each
of the points A, B and C,
are at one of the angles
i of the triangle.
Where either side of
the triangle is taken as the base, the opposite angle, as
here the angle B, is called the top angle.
The height of a tri-
,B angle is determined by
a plumb line starting
from the point B, and
prolonged through the
base line, as line B D,
in fig. 7.
XVIII. When two
sides, A B, A C, of a triangle, ABC (fig. 8), include a
right angle, a, the trian-
gle is styled a rectangu-
lar triangle. The two
sides, A B, A C, are the
sides of the right angle.
The side, B C, opposite
.r/ the right angle, is the
hypothenuse.
XIX. To con-
struct a triangle,
from three given
sides.     Suppose
JEig-,8
Fig. 9.
M
N
0
M N O (fig". 9),
are the three
given sides. One
of the sides is
placed on a
straight line x y,
say m, the ex-
tr em i ti es of
which are A B,
then take each
of the other sides
W respectively, be-
tween the compasses, and describe the arc of a circle from
each of those points. From the point of junction, C,
draw two lines respectively to points A and B, which will
give lines A C and B C, which in their turn are respect-
ively equal to n and o, and will produce the required tri-
angle, ABC.
XX. To construct a rectangular triangle, the two sides
Ou
of the right angle being given.
DSC
Suppose A C and B to
be the two sides of
the right angle (fig.
10), then, by means
of a rule or a square,
erect a perpendicular
(A B) on the extrem-
ity of one of the sides,
for instance, A C, on
which place the side,
n.   from   A    to   B.
joining
the
tremities,  B  and C,
the required triangle, ABC, will be the result.
Fig. 11.
XXI.  Quadrilater-
als.—By quadrilaterals
it is meant to indicate
figures enclosed  within
four lines.    Those that
we shall employ are—
the rectangular (fig. 11),
having four right angles,
the four sides of which
are consequently equal
and parallel.
The parallelogram
(fig. 12), the opposite
sides of which are equal
and parallel, without
having any right angles.
The rectangular tra-
pezium (fig. 13), two
sides of which, A B, C
D, are parallel with the
angles, B and D, right
angles.
XXII.    Circles. —
The circle (fig. 14) is a
plane surface, S, bound-
ed  by   a curved   line,
A B C D, called the cir-
cumference,    all    the
points of which are at
an equal distance from
the center point O.
The radius is a straight
line that joins the center
to the circumference,
such as A O.
The chord is a straight
line, A B, drawn within
the circle, and commu-
nicating to two parts of
the circumference.
The diameter is a
chord, A C, passing
through the center.
Ihe segment of a circle is a portion of the circumfer-
ence cut off by a chord, or included between two radii
suck as A B.
A tangent is a straight line, such as E F, that touches
at any point, A for instance, which is styled the point of
contact.
J)
I)
1869.
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
69
The normal or perpendicular, is a straight line, A O,
bearing on a point, A, of a curved line, and perpendicular
to the tangent at that point. In general, a normal is a
perpendicular to a curved line or to a curved surface; and
in a circle the direction of that line passes through the
center and becomes confused with the radii and the diam-
eters.
THE   RELATIONS   BETWEEN    LINES    AND   SURFACES   IMAGINED
IN   SPACE.
XXIII. The elements that we have just had under
our consideration, are supposed to be on the same plane.
When lines and surfaces, and surfaces with each other
respectively, are not in one and the same plane, they are
said to be in space. It is in this light that we shall con-
sider them in the following.
In order to figure a plane
B it is generally represented by
a quadrilateral, A B C I)
(fig. 15), traced on its sur-
face, but as the plane is an
unlimited surface, it must al-
ways be considered to be ex-
tended beyond the lines that
appear to form its bounda-
Fig. 15.
A plane is generally designated by a letter ; excepting
in the case when the lines by which it is determined are
mixed with others. Then a sufficient number of letters
are employed in order to distinctly determine it.
XXIV. Relative positions of a straight line in re-
spect to a plane.—A straight line can occupy four different
positions in respect to a plane, which are:
1st. It can be entirely within the plane.
2d. It can be perpendicular to the plane.
3d. It can be oblique to th      ane.
4th. It can be parallel to the plane.
When a straight line, A B,
has two points, A and C,
within a plane, P (fig. 16), it
is entirely within: this is a
consequence of the definition
of the plane (art. 9).
XXV. When a straight
line, A B, traverses a plane
P (fig. 17), the intersection
of the plane and of the straight
line takes place in a single
point, C. The line thus be-
comes divided into two parts
by the plane, one of which,
A C, is above and visible, and
is represented by a full line;
the other part, C B, is below,
and wholly or partially hid-
den by the plane; the hidden
part is represented by the
punctured line.
XXVI.   A  straight line, A B, is perpendicular to a
	A		
Xig-.IQ			
		/	c
			x B
plane, P (fig. 18), when it
forms right angles with all
the. lines, B C, B D, B E,
bearing on the base of the
plane. The line, A B,
would be oblique to the
plane if it did not fulfill this
condition.
Reciprocally, all lines,
B C, B D, BE, brought
from a point, B, of a line,
A B, perpendicular to that line, determine a plane, P,
perpendicular to the line A B.
Two perpendiculars, B C, B D, not straight lines, bear-
ing on the point B of the line A B, are sufficient to deter-
mine a plane perpendicular to that line.
XXVII. A line,
A B, and a plane, P
(fig. 19), are parallel
' when they cannot
possibly meet, even,
i f infinitely p r o -
longed.
All perpendicu-
lars, CD, E F, of
the plane, P, start-
ins from the differ-
-'-jo
1
0
g
ent points, C and E, of a line, A B, parallel to that plane,
are equal and parallel, and measure the distance from the
line A B to the plane P.
XXVIII.  The position of a  plane   in  the space  is
 determined by those of three
points not in a straight line.
Suppose A and B (fig. 20) to
be two of those points; a plane
merely compelled to pass by A
and B could occupy an infinite
number of positions, P, Q, R, S,
in space, by revolving round the
line, A B, that joins the two
points, A, B ; but if the plane is
forced to pass by a third point,
C, placed outside of the line A
B, its position becomes definitely
determined, and the plane P is
the only one that can be formed by the three points, A, B, C.
The position of a plane is determined by that of two
straight lines that intersect each other; for three points
not in a straight line can be taken as extremities and the
points of intersection of those two lines.    Consequently :
The position of an  angle  formed  by two  straight
lines determines the position of a plane, which is the
plane of that angle.
The position of a rectangular triangle determines the
position of a plane, which is the plane of that triangle.
Two parallel lines determine a plane, without which
they cannot be parallel.
XXIX.  Relative position of planes to  each  other.—.
Two   planes can   occupy four  different positions  in re-
spect to each other.
1st. They can coincide.
2d. They can be perpendicular one to the other.
3d. They can be oblique to each other.
4th. They can be parallel to each other.
70
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
October,
When two planes coincide,  they   then form one and
the same plane.
XXX.  Any plane, P, passing through a line, A B, per-
.      ,               pendicular to   a plane,  Q,
(fig. 21), is perpendicular to
that plane. The line X Y,
on which line two planes
intersect each other, is their
common line of intersec-
tion. In general, when two
planes, P and Q, are per-
pendicular to each other,
it is necessary that any
line, A B or B C, drawn
upon one plane, and per-
pendicular to their com-
mon  line   of  intersection,
must be perpendicular to the other plane.     Two planes
that intersect each other without fulfilling this condition
are oblique to each other.
Two planes, P and Q, perpendicular one to the other,
are said to be coordinate planes.
XXXI.  The intersection line, X  Y, of  two  planes
is a straight line.    In   fact,  if three   points  could  be
found on this line  of intersection that were  not  in  a
straight line, the two planes would be coincident, and
would therefore not intersect each other.
XXXII.  When a plane is made to revolve around a
-p-_j cyfy       fixed axis within that plane, all the
-   <y             points of the plane  describe  seg-
ments of circles in space, the planes
.------~s±£_——-, of which are perpendicular to the
c
T
;      Suppose A B an axis fixed in a
! plane P  (fig. 22), which  is obliged
; to revolve around that axis, and C
A a point whatever taken on the plane
j P.    From point C, drop a perpen-
| dicular, C D, on the axis.   By turn-
ing the  plane, P, round the fixed
axis,  A  B,  the point  C, will de-
""jn             scribe     the    circumference    of   a
circle, C C C/y, the plane of which is perpendicular to the
axis, A B. By this movement the line C D will not have
ceased to be perpendicular to the axis ; therefore, the
plane that it determines by two of its successive posi-
tions, C D, C/ D, not in a straight line, is perpendicular to
the axis, A B (art. 26). But this plane includes the seg-
ment of the circle described by the point C, and com-
prised between two successive positions of the straight
line C D, therefore, the plane formed by that segment of
a circle is perpendicular to the axis, A B.
XXXIII. Two planes, P and Q (fig. 23), are paral-
lel when they are so
placed that they cannot
meet, even if infinitely
prolonged. Their lines of
intersection, A B and C D,
made by a third plane, R,
are parallel lines. The
, distance between two paral-
lel planes is measured by
any perpendicular, such as
E F, drawn from one to
the other.
I)
XXXIV. (*) The junction of two planes, P and Q
(fig. 24), form an angle that is
styled the dihedral angle; the
straight line, A B, along which the
two planes. meet, is the edge of
the dihedral angle; and the planes,
P and Q, are the faces. A dihe-
dral angle is distinguished by its
edge when it is alone, and by the
edge and the two faces when there
are more dihedral angles around
the same edge. In the first instance
it would be the dihedral angle, A
B, and in the second case the dihedral angle, P A B Q or
QABP, by placing the two letters forming the edge
in the middle.
The dihedral angle formed by two planes is measured
by the rectilinear angle formed by two straight lines,
C D, C E, drawn in each plane, P and Q, from a point, C,
on the edge and perpendicular to that edge. The recti-
linear angle, DCE, thus obtained is the plane angle of
the dihedral angle, A B.
All that has been already mentioned in articles 11, 12,
13, 14 and 15, rectilinear angles can be applied to the
plane angles of the dihedral angles, either to indicate the
kind of angles, acute, right, or obtuse, or the relation to
another angle, opposed, complementary, or supplement-
ary.
In joinery it is of little importance to know the kind
of dihedral angle; the chief point is to know how to con-
struct it. There are two manners of conducting the
operation ; directly or indirectly. The indirect construc-
tion is effected by the aid of either complementary,
supplementary, or angles opposed to the edge. Consider-
ing the importance of the dihedral angles, we will repeat
what we have already mentioned on rectilinear angles
(art. 14 and 15).
XXXV.  Suppose P Py Q, R (fig. 25), are three planes
around the edge A B, and on the
same side in respect to the plane
P Py forming three dihedral
angles. Suppose again : 1st.
That the plane Q is perpendicular
to the plane P Py; 2d. That the
lines C D, A E, and A F, are per-
pendicular to the edge A B. The
angles C A E, E A F, F A D,
formed by those lines, will meas-
ure (art. 34) the plane angles of
the dihedral angles, that are re-
spectively formed by the planes
P Py Q and R. We shall then
have two plane angles (art. 14), D A F, F A E, comple-
mentary to each other, the sum of which will be equal to a
right angle; and two plane angles, D A F, F A C, which
will be supplementary to each other, their sum beino-
equal to two right angles.
The sum or addition of all the plane angles, D A F,
u                      ' °^ ^e dihedral angles, formed around
the same edge, A B, and on the same side in respect to a
plane, P P , is equal to that of two right angles
XXXVI.  Suppose PP'andQQ' (fig. 26) are two
v tt acaT?try ih}* anele is designated by the name of scarfing, and is eener-
n'gX'e            y    eC°ntingent3Urfa0e3 °f tW° frame PieceB dressedTv
pieces, dressed by
1869.
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
71
Eg. 26
planes, intersecting each other
in any manner by the edge A
B, and again that the lines C
D, E F, are perpendicular to
that edge; those lines will
2?then measure the plane angles
of the dihedral angles that are
comprised respectively be-
tween the planes P P' Q Q;.
The angles, such as C A E,
D AF, opposed by the edge,
are equal. And again, the
same angle, E A D or C A F,
is their supplement (art. 15).
By the same operation it is proved that the two latter
angles are equal.
The same of all the plane angles, C A E, E A D, D
A F, F A C, of the dihedral angles formed around the
same edge, A B, is equal to that of four right angles.
XXXVII. Any plane, R, perpendicular to two planes,
P and Q (fig. 27), is
perpendicular to their
common line of in-
tersection, X Y, and
reciprocally.
Suppose a case
where the two planes,
P and Q, are coordi-
nate, and let us draw
two perpendicular
lines, A B, A C,
through a point, A, on
their line of intersec-
tion, X Y, and per-
pendicular to that line of intersection ; the two lines, A B
and A C, will determine a third plane, R, which will be per-
pendicular to the other two. Therefore, the plane passing the
line A B, is perpendicular to the plane Q, because it cuts a
line perpendicular to that plane (art. 30); and again, the
plane cutting the line A C, is perpendicular to the plane
P. Consequently, the plane R, that likewise cuts those
two lines, is perpendicular to the two planes, P and
Q. But the plane R passes through two lines that are
perpendicular to the line of intersection, X Y, of the two
first planes, and is therefore perpendicular to that line of
intersection (art. 26).
This condition exists, whatever may be the dihedral
angle formed by the two planes P and Q. Suppose that
one of those two planes is placed on the other, the plane
Q for instance, and is made to turn round the common
line of intersection, X Y, as the axis of rotation. By that
movement, the line, A C, will describe a segment of a
circle, C A CJ, the plane of which is perpendicular to the
line of intersection, X Y, (art. 32). Moreover, the plane
Q, cutting a line, X Y, perpendicular to the plane of the
segment of the circle C A C, is also perpendicular to
that plane (art. 30). The plane R is but the plane of
that segment of a circle. Therefore, any plane, R, being
perpendicular to two planes, P and Q, is perpendicular to
their common line of intersection; and reciprocally, any
plane, R, being perpendicular to the common line of in-
tersection, X Y, of two planes, P and Q, is also perpen-
dicular to those two planes.
This problem is of great importance in the solution
of dihedral angles, where the nature of the given parts
does not always give the demonstration, as we have done
by the figures here selected, that a plane perpendicular to
the edge or common line of intersection of two planes, is
at the same time perpendicular to those two planes.
Therefore, as the dihedral angle of two planes is equal
to the rectilinear angle formed by their trace on a third
plane perpendicular to them, it suffices to construct this
third plane perpendicular to the edge of a dihedral angle,
because it necessarily follows that it is at the same time
perpendicular to the two faces of that angle.
(To be continued.)
lonu Circle.

OCTOBER.
BY   CARBIE  M. WHITNEY.
There's a gold and purple glory
Filling Autumn's balmy days ;
Distant mountains, grim and hoary,
Seem transfigured by its rays.
Russet tints are deeper glowing
Through the leafy forest aisles;
Shortened days are shorter growing,
While the earth in plenty smiles.
Woodland brooklets' saddest toning
Falls upon my list'ning ear,
Like some sorrow, faint with moaning,
Hushing up its grief and fear.
Dying insects, feebly piping,
Creep beneath the scattered leaves ;
Roguish squirrels, briskly skipping,
Rob the yellow harvest sheaves.
Misty curtains, hillward swinging,
Sometimes hide them from our view ;
Graceful vines, all summer clinging,
Fade and droop with frost and dew.
Nature all her garb is changing;
Summer's gone, with flowery lines;
Autumn o'er the hills is ranging
In a browner pair of shoes.
Sweet October, in thy glory
There's a sadness undefined,
Like some music's mournful story,
Faintly coming back to mind.
But we hear of glories brighter
Than earth's changing seasons bring;
Glories tinting bright and brighter,
Where immortal flowers spring.
WINTER RAMBLINGS IN KENTUCKY.
BY   PORTE   PENCIL.
(Continued from page 40.)
" Beshrew yon nimble deer."—Scott.
The forests in the valley of Green River abound with
game. Deer, especially, are found in large numbers.
Now and then an elk is seen, and not unfrequently, rac-
coons and opossums, with a variety of smaller animals,
as common as the inhabitants of those regions may per-
haps desire.
As is the case in most newly-settled regions, every
able bodied man is possessed of that necessary, and it
may be added, that faithful and unerring friend—the rifle.
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
OCTOBEB,
It is the heirloom of every family, and, essentially, their
household god. For it is, indeed, their safeguard and
security, and a refuge from the encroachments of famine.
In the use of that instrument, I considered myself not un-
skillful, and longed for a trial in that excellent school—a
deer chase. A slight snow had fallen, and it being pro-
pitious, many hunters had been out. As evening ap-
proached, they were to be observed in their white hunting
shirts and caps, coming in from all quai'ters, most of
them disappointed, but now and then an individual drag-
ging a victim behind him, or carrying a saddle of venison
across his shoulders. A deaf and dumb man held up
his fingers in answer to " How many have you seen ? "
but he very significantly indicated that they were quickly
off. Another individual, more successful, had met a
buck attempting to swim Green River, and killed him
with an ax.
Early in the morning, the preliminary of cleaning
rifles, preparing ammunition, and lining our pocket with
luncheon, being completed, a party of four or five ven-
tured in pursuit of the noble game. We were not per-
mitted to take hounds with us, under penalty of death to
said hounds, and riding on horseback was out of the
question in a country of such unmitigated rudeness. We
steadily pursued our course down the river about four
miles. Here, several of our party crossed in a skiff, or
batteaux, there being a portable saw-mill in the woods on
the opposite side, and we then pursued a southwesterly
course. I soon came upon a fresh trail. Two deer had
evidently passed but a short time before. I eagerly em-
braced the opportunity of following the tracks, and left
the remainder of the party. I moved slowly along,
step by step, as slyly as a pilferer, carefully avoid-
ing to make the slightest noise, optically visiting every
nook and corner of the woods at every remove, with a
penetration not unworthy of an Argus, and stifling my
breath, that nothing should escape my searching eye or
listening ear. Nothing was heard in the midst of that
awful stillness but a small woodpecker scratching the
bark of a tree, and my heart thumping tremendously
against the sides of my chest. Hark ! there was a bleat!
Jehu ! carefully, not a breath! See! there they are!
One is cropping the underbrush, and the other is smelling
the moss ! One step more, and then—confound that
stick ! they are off like a flash ! But the feverish excite-
ment had subsided, and I brought the rifle to my face
with a manly and determined energy. They were nearly
one hundred and fifty yards off, but the ball sped. The
doe is struck ! Jehu! What a leap! See them bound
away ! How noble! How graceful! The very poetry of
motion ! Alas ! they are out of sight.
The gun was quickly recharged, and I in pursuit. I
soon discovered that I had hit the mark, for the blood
was scattered profusely along the snow, and seemed to
indicate a mortal wound. One of our original party
joined me. We hurried on steadily, and, as the snow
grew more and more bloody, and our quarry seemed to
be trailing one of her legs, as though one of her shoulders
were broken, we anticipated a speedy triumph. The
tracks very soon began to indicate a walk, and occasion-
ally a stop; and, whenever the latter occurred, the snow
was completely saturated with blood. Still we kept on,
and still the game eluded our sight. My companion
spied them once, and on we followed. They led us a
chase over hill and through valley, now rising over craggy
precipices, now trudging windfalls and ravines, now slid-
ing down a bank, now leaping a log or fording a stream.
Still excited, warm, perspiring, we eagerly hastened on.
But one care, one thought, one passion possessed us—
the focal object of all our present aspirations was still ahead.
Did we stop to rest ? Not we. Had we one thought of
the world and all its mazes of care and perplexity 1 Not
we. Had we a care of our bodies and souls, or mur-
mured we at the hollowness of earthly pleasures, and the
unsatisfactory results of worldly pursuits 1 Not we.
Our mental and bodily vision glanced only from the
game to the rifle, and from the rifle to the game. From all
things else we were abstracted—in these we were ab-
sorbed.
We have heard people talk of the philosophy of deer
hunting ; what is it 1 There is philosophy in deer hunt-
ing, but I opine it is seldom taken into the account of
that pseudo philosophy which some pretend to find, and
is too unfrequently carried into practice anywhere.
Deer hunting may develop two of the noblest
qualities which appertain to the character of a great man ;
these are, forbearance and humility, or rather the mastery
of pride. Pride is at the bottom of all the excitements
of the chase. It is because a man is elated at the idea
of manifesting his superiority, and of asserting his title
to the lordship of creation. Perhaps fear also operates,
and the fear of defeat and its consequences excites. He
has an object to accomplish. Here is the timid deer
that flies at his approach, and it is fortified with an ear
too quick for abrupt or easy intrusion. And there is,
for instance, the cunning fox, the soaring ospray, the
cautious yet feline tribe, the wild horse, the furious and
untameable gnu, the sagacious elephant, and the unwieldy
whale, and an innumerable variety of other animals,
whose wildness, timidity, nature or cunning, fortify them
against the rapacity of each other, and enable them to
elude the frequent or easy approach of man. But not-
withstanding the various endowments of these animals,
man is lord over them all. All of them are liable to
his approach, and accessible to his hands. And man is
proud of it, and because, perhaps, this individual has
never felt the reality, he feels elated when an animal is
brought to the test, and he begins to realize that he is
superior to all its instinctive cunning and device. His
reason has compassed the instinct. Is he satisfied ? Does
he forbear? No, too often other passions usurp the
place of reason, and he heedlessly destroys, lest he should
have no testimony of his triumph. A man who can
master his pride will be magnanimous enough to forbear.
He will be satisfied in knowing his power without per-
mitting it to degenerate into reckless tyranny.
In our case, we were so elated with the idea of catch-
ing a deer, that for the moment we were unconscious of
anything else, we should doubtless have destroyed, had
it been in our power, but we should have done so for the
virtue of a saddle of venison; I had possessed the power,
probably, had I possessed a true gun. At one time a
fair broadside chance presented itself within a hundred
yards, my piece was up, and the precious thing snapped ;
we pursued; all day long had we tramped through that
interminable forest, and still we pursued the track, climb-
ing over and creeping under, winding and meandering
about, we reached a creek as twilight came upon us. The
deer were still ahead, though they were evidently fatigued,
and one of them mortally wounded; but here we per-
1869.
THE   NEW    YORK    COACH-MAKER'S    MAGAZINE.
mitted our pride to humble itself, our excitement to be
subdued, and we had the magnanimity to forbear. Re-
linquishing the dear chase, we continued our course up
the creek, supposing it to be the identical stream that
carried us homeward, which we had left in the morning,
and that, therefore, we should find our way home with
convenience. But alas, we there again predicated too
much upon our superior sagacity; we hurried on, pursu-
ing the circuitous meanderings of the stream with exem-
plary patience. The darkness grew intense, and we still
pressed on, not, however, without an intrusive thought,
occasionally, relative to "camping out." We were fre-
quently thrown into troublesome dilemmas and grievous
embarrassments in consequence of the extreme darkness,
from which nothing but extraordinary elasticity, great
patience, and long suffering could ever extricate us. To
" run a muck " up to your waist in mud and mire in a
cold, dark night, in the midst of a wilderness, is a griev-
ous embarrassment. To fall headlong from the prostrate
trunk of a tree into a quadrangular log pen of formidable
height, formed by the various interlocutory proceedings of
a windfall, in a similar night, and in a similar wilderness, is
to fall into a troublesome dilemma. To be scratched at
by a wild cat in times and circumstances similar to the
aforesaid, is to meet with a very disagreeable catastrophe.
But, thank Heaven, we were finally emancipated from
these troublesome dilemmas, grievous embarrassments,
and disagreeable catastrophes. We emerged upon the
banks of Green River in the course of the evening. We
discovered lights upon the opposite side, and our cries
were answered by a boy who came across for us in his
skiff, and were soon snugly seated by the fireside of a
settler. To our great surprise we learned that we were the
guests of persons residing at the settlement about thirteen
miles below the point whence we started in the morning.
That, according to moderate calculation, we had
tramped about thirty miles, in the pride of our superi-
ority, in pursuit of two deer.
On reaching Mason's Ferry, the point from which we
started the day before, we were greatly astonished to
hear all sorts of noises resounding on every hand ; there
were yells and bells, horns and guns, and
" To many a mingled sound at once
The awakened mountain gave response."
We discharged our rifles several times in rapid succes-
sion, and very soon, to our great amusement, some half
dozen of the good citizens of Mason's Ferry, came gallop-
ping in, with countenances full of anxiety, flourishing the
aforesaid instruments of detonation. They treated us
like brothers who had been lost and found, or like cap-
tives rescued from the barbarity of an enemy. It seemed
that the whole village had been awakened by the pre-
sumption that we, being strangers, were lost in those in-
terminable woods infested with wild animals. We satis-
fied them, however, that we had not been altogether un-
worthy disciples of Nimrod, and returned to the village,
not a little pleased at the whimsical result of our adven-
tures in a deer chase.
{To be continued.)
___________.—i m « m i-------------------
Paddy's Will.—" I will bequeath," said an Irishman,
"to my beloved wife, all my property, without reserve, and
to my oldest son, Patrick, one-half of the remainder, and
to Dennis, my youngest son, the rest. If anything is left
it may go to Terrence McCarty, in sweet Ireland.
Vol. xi.—10
fen Illustrations of % grafts*
DROP-FRONT   ROCKAWAY.
Illustrated on Plate XVII.
This original and unique design, if carried out in
building, strictly according to the plan of the draughts-
man, will make a very pretty and light vehicle for the
family of a person of moderate means. Some labor has
been expended in studying out the best mode of making
a short body long enough for two seats, and this has been
effected by extending the forward seat in front of the
standing pillar, and dropping the toe-board so as to give
sufficient leg-room to the passenger. The high door-panel
and sliding window will be found exceedingly useful when
the carriage is used in rainy or cold weather, with the
curtains down. A shifting-front to a carriage of this
kind is very desirable and useful in securing the occupants
against the inclemencies of the weather.
Linings, blue broadcloth, edged with patent leather.
Painting, body, English patent black; under carriage,
crimson ; striping, broad line black, fine line edged white.
Wheels, 3 feet 6 inches and 4 feet 2 inches high ; hubs,
4 by 6£ inches; spokes, 1 inch; rims, 1^ ; tire, steel, £
by 1 inch.    Price of carriage, about $800, currency.
EXCELSIOR   DOG-CART.
Illustrated on Plate XVIII.
October furnishes ample game for the exercise of the
sportsman; and since our Nimrods may require something
in which to stow away the victims of their marksmanship,
we have thought it advisable to present them with an ex-
celsior dog-cart of the latest type. This, the reader will
see, is a genuine dog-cart, with all the sliding fixtures for
balancing the body as occasion may require, and breathing
openings in the sides for the dogs, which are supposed to
be stowed away therein.
Linings, for these vehicles, are best made of some
kind of leather.
Painting, body, black; carriage, vermillion, striped
black and white.
Wheels,4 feet 10 inches ; hubs,4x7 inches (unboiled/);
spokes, 1£ inches ; felloes, 1£ inches.    Price, about $575.
TROTTING   COAL-BOX   BUGGY.
Illustrated on Plate XIX.
Our artist has in this design combined several new
features decidedly original. The side moulding for this
body should be triangular and raised. This should be
painted with some color in strong contrast with the side
panel, to show off well.
Wheels, 3 feet 10 inches and 4 feet 1 inch high ; hubs,
3£ by 6 inches; spokes, f- inch ; rims, £ inch ; tire, steel,
| by f inch.    Price of buggy, $325.
74
THE   NEW   YORK    COACH-MAKER'S   MAGAZINE
October,
COAL-BOX,   WITH   TOP.
Illustrated on Plate XIX.
We present the reader, in this design, with one of the
best we have lately come across, and which we trust will
give satisfaction to men of refined taste. Except the
front pillar, slightly raised, the side is quite plain, with
rounded back-corners, a little concave. The builder will
find some useful instructions in forming round corners in
Volume X, page 99, of this Magazine.
Wheels, 3 feet 10 inches and four feet 1 inch; spokes,
1 inch; hubs, 3^- by 8} inches; rims, 1 inch.    Price
to $460.
CANOE   COAL-BOX,   WITH   TOP.
Illustrated on Plate  AX.
If this should not prove all our readers could wish,
they will yet find it of sufficient novelty to recommend it
to their attention. All combinations of this kind are
attended with more or less difficulty, and some allow-
ance, perhaps, should be made by the critic, on this ac-
count, in making up his judgment as to the merits of the
design under consideration. If customers will have va-
riety, the carriage-maker rmist stand ready to supply the
article when called upon to do so, or suffer the losses
involved in such refusal.
In this instance it is advisable to have a little swell on
the canoe panel, which may be effected by working-out in
the solid, and paneling the upper side-quarter with white-
wood deal, lapped thereon and glued; the joint being
afterwards covered with a moulding, in the shape of that
in our design. The back panel, as will be observed, is
rounding.
Wheels, 3 feet 10 inches and 4 feet 1 inch high; hubs,
3| by 6£ inches ; spokes, 1 inch; rims, 1^ inches; tires,
steel, T3g- by 1 inch.
Our remarks on painting and trimming the " scroll
coal-box buggy," on Plate IV, page 10, of this volume,
are applicable to this likewise. Price of buggy from $460
to $475, according to finish.
 from \\t
BLACKSMITHS' " DEVIL " OR BACKING
CHISEL.
Mr. Editor : Notwithstanding that many carriage-
smiths use the new patent bolt-cutter, some still prefer
the old fashioned " devil." For this reason I deem it
proper to give you a description of an improvement
made in this tool. No doubt, many have felt themselves
in danger while holding the " devil" or " backing chisel,"
fearing lest the ends of the cut-off bolts should fly and
TB
IMPROVED   BOLT   CUTTER.
strike them in the eye or face; the accompanying cut
will show how to prevent such accidents. A is a guard
turned up the width of the cutting part B; the guard
also acts as a preventative against skinning the kunckks
when a bolt is cut suddenly off by the cold chisel.
Cinder Head.
DESIGNS FOR BUGGY STEPS.
The carriage step is a very important portion of the
vehicle, and offers a wide field for the exercise of talent
in a designer. Without claiming any great merit for
those connected with this article, we present them to our
readers, in the hope of awakening an interest in this di-
rection among our correspondents which may produce
something of superior design.
WHEN ARE CARRIAGE WHEELS PLUMB?
" Mr. Editor : I wish to know when a wheel is con-
sWered as set on a plumb. I am a carriage-smith, and
my plan is to take, for instance, two carriage wheels with
dodged spokes, and set my axle so that it will measure
the same distance from one spoke to the other at the hub
that it does at the head. I mean, of course, the front
spokes. Others contend you must measure from halfway
between the dodged spokes on each wheel. Which is
correct?"
The above, among numerous other questions which we
cannot find time to answer in detail, comes from a jour-
neyman carriage-smith in Michigan. As the " plumb
spoke" theory has lately been agitated in certain locali-
ties, we have thought it advisable to append a few remarks
on the subject for the satisfaction of others interested
therein. To begin, we must make a distinction between
the plumb wheel and the plumb spoke. A plumb wheel
would be that set with the face sides of the felloes to a
plumb line, without reference to the position of the spokes.
A plumb spoke would imply one standing perpendicular
with a line touching a point at the centers of the sides of
a spoke at both shoulders. It is quite evident that where
the spokes dodge—that is, are set zigzag—one-half the
number must be out of plumb. For this reason, we have
always contended that the spokes in a business wagon
should be set on a line with each other. The dodging
practice adopted in modern times is simply a mistake, in-
tended to make a wheel look lighter at the expense of
practical utility. To have all the spokes as nearly plumb
as possible in a spoke-dodged wheel would undoubtedly
require that it be measured " half way between the two
dodged spokes."
In this connection it may be asked: Is it advisable to
set an axle so as to have the spokes plumb ? We answer,
yes.    And why should this be done?    Because in  that
1869.
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
75
position the wheel will be the more favorably placed for
bearing the superincumbent load. A dished wheel (for a
wagon) is stronger than a straight or undished one, under
all circumstances, and the spokes (not the wheel) should
invariably be set plumb. When thus set, the tops of the
wheels will set " flaring out," accomplishing two purposes:
gaining the greater strength for the wheels, and avoiding
the mud thrown up thereby. We have tried the straight
wheel—one with a slight dish—on the New York pave-
ments, and found that the tremulous motion imparted to
the spokes in driving soon causes them " to work" at the
shoulder, and where such are used in the country, they
soon break off at the hub. An article from a correspond-
ent, printed on page 162, Volume V., of this Magazine,
under the heading of " Why Wheels are Dished," may
be read with profit by all concerned.
METAL HUBS.
In the American Institute Fair, noticed elsewhere, we
saw a very ingeniously constructed hub, which the in-
ventor thinks will revolutionize the whole art of wheel
making. We do not know how well to describe it with-
out a drawing, but we will try. Suppose an ordinary
wheel box is cast in brass, with the dovetailed mortices
for the spokes solid with and raised thereon to the proper
height. The spokes are now pressed into these mortices,
eight from the back and eight from the front, flush with
the ends of the mortices. Next two caps—one from the
back and another from the front—are slipped on to the
box-spindle against the edges of the spokes so as to hold
them not only firm, but to finish the hub, which, when
painted gives a very light looking nave of about 2-|- inches
diameter, and a firmness to the spokes never seen before,
the whole weighing but a trifle more than wood.
WHEREIN AMERICAN AND  ENGLISH VAR-
NISHES DIFFER.
Much has been said the few past years in relation to
the superior qualities of English varnish, and many ex-
periments have been tried, we believe with indifferent
success, among Americans to produce an article equal in
every desirable good property with it. Some varnish
makers insist upon it that they can and do equal the
English, but that prejudice prevents its general use, and
they cannot sell the article. English workmen have, to
our certain knowledge, been employed, and still they have
never succeeded well, either from lack of knowledge of
the proper ingredients, or willful intention in suppressing
the labor secrets of the manufacture.
It has been suggested to us that the chief, and perhaps
most essential, difference in the two articles, English and
American, is, the former has more linseed oil in its com-
position than the last. This idea is supported by two
facts: the one is, the English takes more time in drying;
and it is much more easily spotted with mud when newly
painted. The mud undoubtedly " drinks up " the oil in a
measure, and thus destroys the " shine." It may be ob-
jected to our theory, that English varnish is more easily
affected by damp than " the home-made " article (an in-
disputable fact);  but this is due, we think, more to the
circumstance of its being soft a long time after it is spread,
and therefore the longer time acted upon than the Amer-
ican. We have even heard it asserted that the imported
article never does become hard on the under side, only on
the surface. This whole subject is a matter of sufficient
importance to challenge discussion, which we now invite
for our pages from correspondents.
APPARATUS FOR TAKING VARNISH FROM
THE CAN.
Much of the trouble complained of in varnishing
comes directly from the settlings found in the can from
which the material is drawn. This, under ordinary cir-
cumstances, can scarcely be avoided, but with the appar-
atus of which we give an illustration, varnish may be
obtained in a much purer state than heretofore, leaving
the "settlings" out entirely. The inventien is original
with our friend, John B. Peek, who now gives it to the
trade unpatented.
In the diagram,
g is a flexible hose
of India rubber or
other suitable ma-
terial,    extending
from  the   top   to
the bottom of the
can or barrel; the
lower end of which
is  attached   to   a
faucet in the side,
allowing   nothing
to pass which does
not first enter the
top   of the  hose,
kept   in   position
by a float,   f is a
 short open pipe of
 thin  copper, tied
 to the upper end
of the hose, keep-
ing the mouth always open ; e is the union joint, by means
of which the hose is suspended to the cross-bar c d, of
the float; a a is the  float made of sheet copper in a
hemispherical shape; b is an air-tight cavity, large enough
to buoy up the cap and hose.    When in position, the
margin of the air-tight cap will float a trifle below the
surface of the varnish k h, in which it stands.    By this
arrangement all dust which may be lodged on the surface
from any cause will be effectually excluded from entering
the mouth of the hose, thus, at both ends, securing ad-
vantages hitherto unknown in the drawing off of varnish
and delivering it into the cup in the cleanest condition for
use.    If any of our readers can produce a better con-
trivance for the purposes indicated we shall be glad to
hear from them.
ORIGINAL MONOGRAM.
Illustrated on Plate XX.
The monogram we publish this month is from our cor-
respondent Mr. J. S. Leggett. The letters M. B. & Co.
are very ingeniously interwoven, making the prettiest firm
monogram we have seen in a long time. For young be-
ginners a study of this engraving cannot prove otherwise
than profitable.
76
THE   NEW   YORK    COACH-MAKER'S   MAGAZINE.
October,
SHIFTING-CUSHIONS   AND    OTHER    LININGS
IN ONE.
In the American Institute Fair, elsewhere noticed in
this number of the Magazine, we saw a novel mode of
trimming—at least new to us—which impressed itself
upon our mind as being a good thing, especially for cities,
where room for carriage-houses is too expensive and valu-
able for men of limited means always to command. This
was the lining to a three-quarter buggy, on exhibition by
Geo. J. Moore, carriage-maker, of this city. The entire
lining was in one compact whole—squab, cushion, and all—
easily put in or taken out at will, when the carriage is not
in use, and stored in a box, secure against moth or dirt.
A little care with such linings would for a long time pre-
serve them in good condition, or nearly as good as new.
The cushion, in this instance, was about three inches
high in front, and about six inches back, something after
the pattern of the driver's seat to a coach, stuffed, and
tufted with covered buttons; cloth and buttons all blue.
To the made cushion, the squab, made of cloth-covered
buckram, with a neat roll on the top, was sewn, so that
when the two united were placed in position, the roll formed
a perfect finish, flush with the inside edges of the close-
paneled seat. The fall, sewn to the lower front end of the
cushion, and all trimmed with patent leather lace, com-
pletes the job. With our description, which cannot be well
explained in the absence of a diagram, we think our trim-
mer readers will know how to go to work and make one
for themselves. Customers who are not blessed with the
most perfect carriage storage will no doubt properly ap-
preciate this improved mode of trimming carriages, and
thank us for the suggestion.
CLEANING CARRIAGE LININGS.
There are several modes in which cloth linings may
be improved after becoming soiled, but none in which
they can be expected to look^as good as new. Pearl-ash
and hot water, in the proportion of a pound of the former
to a pailful of the latter, well dissolved, may be applied
to the Jining with a soft brush, and well rubbed. While
wet, wash the lining with vitriol in water, weakened to
the strength of three ounces of oil of vitriol in half a pail
of cold water. The vitriol should not be too strong, as in
that case it would injure the fabric.
(ftotor'a Sitoii-kncjr,
NATIONAL LABOR CONGRESS.
The so-called National Labor Congress, which lately
met in the city of Philadelphia, is, in all quarters, con-
ceded to have been a failure. The varied elements of
which it was composed operated with too much friction,
under incompetent and uneducated leaders, without defi-
nite purposes. The proceedings consisted of desperate
clutches at something altogether beyond their reach, and
consequently ended in fruitless labor, as might have been
foreseen. In the confusion which transpired indiscrimi-
nate attacks were made upon the government, and espe-
cially ifpon the most enterprising and industrious classes,
who, by patient care and prudent lives, have accumulated
wealth, without which, to pay for labor, these grumblers
would soon die of starvation. The currency, by the way^
—what did these men know of finance 1—was in one hour
praised, and in the next as earnestly condemned. The
national debt was in the same breath repudiated and ap-
proved. Free trade was also advocated and condemned ;
while the Chinese importation was looked upon as
detrimental to the dearest interests of labor, and there-
fore should be discouraged. The legitimate and proper
business for such an assemblage was entirely overlooked,
in the pursuit of an ignis fatuus which led them into
muddy pools and quagmires innumerable, without any
adequate or practical results. Narrow adherence to
unionism seems to have entirely absorbed every consider-
ation of anything calculated to benefit the industrious
and well meaning man, who confidently expected some
good as the result of taxation from his representative.
The peculiarly arbitrary and tyrannical conduct of
these unions, was strikingly exemplified in the action of
the delegates towards Susan B. Anthony, the delegate
from the Working Women's Union of New York City.
Following the instructions of the Engineer's Protective
Society, to vote against her admission, as noted in our
last issue, they spent about two days in making up their
minds what to do with her—the first day shutting the
door against her entrance, and the next inviting her to
come in. Every law tending to the safety of personal
effects were indiscriminately condemned, and the most
deadly ideas of agrarianism heartily approved. Not con-
tent with condemning the laws in this country, they even
went abroad and pitched into those of England. They,
in fact, seemed to have entertained but one idea, which
was, that labor is king and capital, should be made to
succumb to its power, and then the laboring man's mil-
lenium will commence.
Since the above was written, the members of the
Working Men's Union, in New York City, have held a
meeting for the purpose of repudiating the action of the
Philadelphia Labor Congress to which they had sent
delegates. Very little progress was made in the matter,
action being postponed until another day, when it is con-
templated holding a mass meeting to ventilate the
subject.
WHY DO WE OIL OUR WHETSTONES?
It is an admitted fact, that water increases friction
and oil diminishes it.    What, then, is the reason why a
steel-edged tool is quicker set upon a Turkey stone with
oil than with water 1    What, then, does the abrasion pro-
1869.
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
77
ceed from, a chemical or mechanical action, or from both ?
Great men sometimes give utterance to arrant nonsense,
when weighed in the minds of practical mechanics. Pro-
fessor Tyndall, in his work, " Heat considered as a Mode
of Motion," asks the same question that we have placed
as a caption to this article, and replies in general terms,
" that it is to prevent friction." We have seen it stated
somewhere that a little carbolic acid dissolved in water
used to moisten a whetstone or a grindstone will greatly
increase the amount of friction, and thus promote the
action of the stone upon the steel tool. If this be true,
and there be no unforseen drawback, carbolic acid will
prove invaluable to all who have to sharpen tools or grind
metallic surfaces.
We oil our stone for several reasons. The first is,
that almost all stones, unless oiled, become glazed or
burnished on the surface, so that they no longer abrade
the tool. The second is, that most stones, after being oiled,
give a finer edge than they do in a dry or merely wet
state. The pores of the stone become in a manner filled
up, and while the action thus rendered continues, its char-
acter is altered. A dry stone is very apt to give a wire
edge to a tool, and although this sometimes happens when
oil is used, yet it does not occur nearly so often. It has
also been lately ascertained that soap and water are as
good as either oil or water, being less expensive, more effi-
cacious, and more cleanly.
AN HOUR AT THE AMERICAN INSTITUTE FAIR.
We took a look into the American Institute Fair a
week after the opening. All the carriage work then in
consisted of one buggy, made by Geo. J. Moore, and what
John C. Ham, who contributes it, calls a " six-seat-circu-
lar-clarence-front-Westchester-family-carriage." The
buggy, weighing only 150 pounds, is very well finished,
but there is nothing (unless it be the trimming) particu-
larly new in the composition. The clarence, Ham's make
and invention, may answer the purpose it is designed for,
but is unnecessarily heavy, and faulty in design. We re-
gret, on several accounts, the poor show made by the craft
•this year so far, and hope it will improve before this exhi-
bition ends.
The show of velocipedes is much better, but as these
are getting rather out of date, an examination of them
here may well be omitted. The exhibition otherwise is
very fine, and should anything be added of interest to our
readers hereafter, we shall return to the subject in our
next.
BOILING HUBS.
One of the " most reliable" mechanical journals pub-
lished in this country, not long since recommended its
readers, if they would improve their hubs, to boil them
in the way they do their cabbages, as the dry and hard
material—you know—is not the "fresh" mode of doing
the thing, in the line of making wheels. When our eye
fell on the article, we could not for the life of us, avoid
laughing heartily over the matter, but we did not then
suspect that any one would follow such silly advice. But
it seems we were mistaken. Many persons, to their sor-
row, have tried the experiment, and come out—with loss,
as any man of practical experience ought to have known
beforehand. We hear of one man who had two sets
boiled, and others who tried one, with the like result. In
every case the spokes loosened soon after being driven,
the wheels proving a complete loss. The three-dollar ad-
vice their victims followed, they now pronounce a hum-
bug, and are down on the editor in consequence. That
" whistle " was dear, was it not ? Suppose you try green
hubs, and save your firewood. But experience keeps a
dear school, yet------
VELOCIPEDE SUITS.
In answer to the correspondents who have inquired
about the progress of the law suits instituted against the
manufactuers of velocipedes, in New York, for alleged
infringements thereon, by Witty & Smith, we can only
say that nothing has been done more than the service of
notice on the parties complained of. Of course the
proper answer will be forthcoming in time, but we ques-
tion whether the trial will ever take place. Those who
are interested can now afford to wait until they hear
more from us on this subject, and keep their money. Those
who have settled the " trespass," will reflect upon their
folly at leisure Meanwhile, we venture the opinion that,
with the waning popularity of these boyish playthings,
these law suits will find a premature grave.
IMPROVED HUB AND AXLE-BOX.
Our readers will find in our advertising columns a
notice of the Patent Excelsior Hub and Axle-box, manu-
factured by the enterprising Elizabethtown Steam Manu-
facturing Co., located at Elizabethport, New Jersey. We
have not, ourselves, seen the invention, but learn, through
a source entitled to credit, that it is a great improvement
over former experiments in many particulars, causing a
carriage, to which they are applied, to last longer, ride
easier, and run less noisily. When we receive the proper
illustrations of this invention, we intend to refer to the
subject again. In the meantime we invite, a careful peru-
sal of the advertisement.
LITERARY NOTICES.
Man in Genesis and in Geology ; or, the Biblical Ac-
count of Man's Creation tested by Scientific Theories of
his Origin and Antiquity, by Joseph P.Thompson, D.D.,
LL.D., is the title of a new work, just published by S.
78
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE
October,
R. Wells, 389 Broadway, New York. Price $1. This
little volume is a valuable contribution to literature in
showing the harmony of the word of God with scientific
facts as revealed in geology. In discussing the subject,
the Doctor goes back through ethnology to the origin of
the human race, and examines critically the theories of
older as well as those of modern writers and philosophers
on the Development Theory, in order to arrive at the facts
and thus settle the question. This he has accomplished
in an able and satisfactory manner to the friends and
lovers of sacred history.
Every Saturday, published in Boston, by Messrs.
Fields, Osgood & Co., has now reached its 195th number,
and, if anything, is more interesting to-day then it was in
the earlier issues. Those who have leisure and taste for
the choicest literature—the very cream of the foreign
publications—and wish to avoid the cost and trouble of
selecting it for themselves, will find it all here ready to
their hand.    Price, 10 cents a number or $4 a year.
EDITORIAL CHIPS AND SHAVINGS.
Origin of Coaches.—The invention of coaches, even
to the name, is claimed by Hungarian writers in behalf
of their country. They say the place where they were
made was called Kottse; and Lithius, Bishop of Wesprim,
writes concerning King Matthias Corvinus, that he rode
in a Kochy (pronounced Kotsi) carriage, of which he was
the original inventor. Coaches were introduced into
England in 1580.
Wrinkles showing the Age of Horses.—It is said
that after the horse is nine years old a wrinkle comes on
the eyelid, and every year thereafter he has a well-defined
wrinkle for each year over nine. If, for instance, a horse
has three wrin kleshe is twelve, if four, he is thirteen. Add
number of wrinkles to nine and you will always get it.
As a good many people have horses over nine it is easily
tried.    If true, the horse dentist must give up his trade.
Preserving Wood.—A new process for preserving
wood by means of borax is announced. The wood, it is
said, can be made impermeable to water by dissolving
some shellac in a solution of borax.
Dumping Wagon.—Some one, writing from Maine,
thus describes a new one : " There is a hard wood beam
extending from the rocker to the rear axle, on each side
of the body, which beams support the body in dumping
only, as they rest upon the rocker at the fore end, and
upon the iron rod, hereafter described, at the rear end,
when the wagon is in motion. But when the body is
dumped, it turns upon an iron rod which extends from
beam to beam and through the sills of the body, thus
making a hinge upon which it dumps. The body extends
back only to the rear axle, and the side-boards are cut
obliquely, so they will not touch the axle in dumping.
The loss in the side-boards is made up by the triangular
pieces built upon the tail-board. The tail-board is hung
by a hinge upon the axle, and may be turned down or not,
when the body is dumped, at the pleasure of the operator.
" The body, when loaded, is supported upon the rocker
at the fore end, and at the rear end by an iron rod run-
ning from beam to beam, just in front of the axle, which
is grooved just enough to permit the rod to be withdrawn
from beneath the bottom of the body (which is trimmed
with sheet iron two inches wide to prevent wearing), when
the load is dumped, which is done by means of the up-
right lever, which is a continuation of the rod, and is bent
upwards at a right angle as soon as it passes through the
beam, and it works the rod back into the groove in the
axle to let the body dump, or it pushes the rod under the
body to hold it up and sustain the load.
" This lever is held in place, to prevent accidental
dumping, by a spring attached to the beam at one end
and running back to the lever, and has a notch in it, into
which the lever slips, and is firmly held. The load may
be easily dumped with one hand. No other fastening is
needed. The beams for a single wagon should be five
inches wide and one and a quarter inch thick. They
should extend above the rocker and axle about an inch."
Inventors.—It is reported that one day, when Lord
Brougham had driven to the House in the vehicle of his
own invention, which Robinson the coachmaker had
christened after him, he was met in the robing room by
the Duke of Wellington, who, after a low bow, accosted
him: " I have always hitherto lived under the impres-
sion that your lordship would go down to posterity as the
great apostle of education, the emancipator of the negro,
the restorer of abused charities, the reformer of the law;
but no—you will hereafter be known only as the inventor
of a carriage." " And 1, my lord duke, have always
been under the delusion that your grace would be remem-
bered as the hero of a hundred battles, the liberator of
Europe, the conqueror of Napoleon ; but no—your grace
will be known only as the inventor of a pair of boots."
" Confound the boots," said the Iron Duke; " I had for-
gotten them—you have the best of me."
Tariff of Carriage Repairs.—Under this heading
the Hub, in its issue for September, gives a list of prices
charged in New York for repairs on old work, which in
the main is a fair statement. Some items, however, are
a little too high to correspond with the facts, and there-
fore should be taken cum grano salis. The same publica-
tion promises a similar list for Boston, in October.
Death of the Parisian Omnibus Founder.—Morean
Chaslon, founder of the original omnibus company of
Paris, has just died in that city. For thirty-five years he
conducted it with such skill and energy that when, in 1834,
the various concerns passed into the hands of a single
body, he was appointed general manager, and continued
in that position till his death. The scale on which omni-
bus traffic is carried on in Paris may be judged from the
fact that, during the year 1868, the number of persons car-
ried in these vehicles amounted to 120,000,000, or nearly
sixty-five times the entire population of Paris, while dur-
ing the same period the number of passengers conveyed
by the French railways was only 115,000,000. The av-
erage fare being four and a half sous (six sous in the in-
terior and three on the imperiale), the gross receipts must
have amounted to about 27,000,000 francs.
Fires in Carriage Shops.—On Friday evening, the
27th of August, a fire broke out in a wood yard m the
rear of Henry G. Power's carriage shop, on Atlantic
street, Brooklyn, N. Y., which, connecting with the shop,
completely destroyed it. His loss amounts to about
$25,000—$15,000 on stock and $10,000 on buildings.
The carriage factory of Robinson & Brothers in Wil-
mington, Del., was burned down some weeks since.
Tretheway, Hartmeyer & Co.'s carriage manufactory in
East Melrose, was burned on the morning of the 10th of
September.    Loss, $24,000.
1869.
THE   NEW    YORK    COACH-MAKER'S   MAGAZINE
79
Mule Race.—Fun in Westchester Co., N. Y.—The
mule race on the 10th ult., at White Plains, as an ab-
surdity, was a success. There were six animals, all of
which were mounted by riders unfamiliar with them—
two colored men, and the rest country boys. The scene
at the start was lively. No stirrups were used, and the
riders held on by pulling at the bridle. The brutes were
therefore perpetually on the gape, with their tongues run
out. Sly cuts were given them by the whips of bystand-
ers, and they gave vent to their misery by kicking their
heels and braying. A bell was rung for starting, and off
they went. One soon sidled against the chains and
frightened the women, another sent his driver over his
head, a third careered, among the carriages and nearly
upset a team, and a fourth, when half round the course,
backed against the fence, and would not move. The fifth
and sixth kept ahead, but one of them made up his mind
to eat some grass, and no number of whacks could move
him. The winner, therefore, came in nearly five minutes
before any others.
Uniforms Needed for the Drivers of Hearses.—One
of the most incongruous features of the American high
society is the costume worn by the drivers of hearses and
carriages at funerals. Even when the vehicles are good
and clean, the drivers are often dressed without regard to
uniformity, or even to good taste and cleanliness. This
was especially conspicuous in the funeral of Gen. Rawlins
at Washington on Thursday. The hearse was gorgeous,
and the carriages in the procession, two hundred in num-
ber, were as good as could be hired in Washington—that
is to say, they were very poor indeed. But the absence
of any uniformity of dress, and the general shabbiness of
the coachmen, made the pageant the reverse of imposing.
Indeed, but for the solemnity of the occasion, it would
have been ridiculous. This is apt to be true also of the
most carefully arranged funerals in New York, for the
same reason.
Duties on Carriages in 1868.—From the report of
Gen. F. A. Walters, chief of the Bureau of Statistics, we
learn that $10,313.86 were paid as the amount of duties
on carriages for 1868.
Repentant.—An editor, famous for allowing his cor-
respondents, in connection with himself, to slander and
libel his cotemporaries, tells us that hereafter all person-
alities will be avoided in his journal. We have very
little confidence in such late repentance, and, therefore,
shall await with some anxiety after results, especially as
exposures of certain transactions of his in our pages have
had some effect upon the sick sinner.
Publisher's Thanks.—We have to thank a number
of our friends for the prompt manner in which they have
responded to our call for the amounts, due us in subscrip-
tions to the present volume. There are a few, however,
from whom we have not heard. Such will doubly oblige
us, if they will mail the sum due, and save us the very
expensive costs of collection by express. Friends, please
attend to this matter.
Central Park Novelties.—An enterprising party in
this city has obtained permission from the Commissioners
of the Central Park to run a number of little goat teams
therein for children's use. These small-size four-in-hand
" turn-outs" will be constructed in the exact proportions
of a six-seat phaeton, and large enough for six boys of the
age of thirteen. These will be richly finished with gold
platings, lamps, and everything constituting a first-class
turn-out. As they "will be driven on the sidewalks by the
boys, and accompanied by a keeper, there will be no
danger of accidents. Every child will get, after the ride,
a photograph of the team, with a number on its back, which
entitles the holder to a prize in a monthly gift distribution,
consisting of toys and other small articles. All for 25
cents.
Carriage-Makers' Relief Society.—The annual pic-
nic of this society was held on the 7th of September at
Mr. Henry Menshausen's Grove Hill Park, Morrisania,
N. Y. Among the invited guests we noticed Messrs.
Brewster and Britton, of the firm of Brewster & Co., of
Broome Street; Mr. Henry Scharch, of the firm of Corbett
& Scharch, Twenty-fifth Street, and others. Target prac-
ticing was one of the amusements of the day, and a num-
ber of valuable prizes were contributed, the first, being a
splendid gold watch given by Mr. Brewster, was won by
an employee of the firm.
Carriages for California.—Quite a number of
wooden side-spring wagons are now being built by Rah-
way, New Jersey, carriage-makers, for California. These
wagons, although looking heavier than our Eastern styles,
are of very handsome appearance and fine finish.
Making Steel.—Judging from the " improvements,"
we find so often alluded to in scientific journals, steel
ought to be far superior to anything known in former
days. Perhaps it is. At any rate manufacturers would
have us think so, and some consumers use Bessemer's name
as an instrument in obtaining custom. The Bessemer pro-
cess is covered by numerous patents, and with the object
of avoiding the law relating thereto, numerous expedients
have been resorted to to escape its enactments, and secure
a profitable business, both in America and Europe.
London Times on Trades Unions.—In a late editorial
the London Times says, the rapid spread of the fallacies
of the trades-unionists is deserving of more than" mere
attention. The unions will flourish; and as associations
for mutual assurance, and as organizations for supporting
the bargains of individual laborers they serve useful pur-
poses. But in molesting non-members they violate free'
dom in a way which the state cannot tolerate. It is es-
sential not to abolish the unions, but to convince the
members of the errors they have embraced.
Enterprise in Bridgeport.—The labor of twenty-five
to forty hands, employed by the White Manufacturing
Company, aided by a thirty-horse power engine, is required
for the manufacture of about fifty pairs of coach and car-
riage lamps per month—a fact which conclusively proves
that the lamps are of the most thorough workmanship and
best quality. This company has been established in
Bridgeport twenty-five years, and for ten years have occu-
pied the same location. Their factory is sixty by forty
feet, and three and a half stories high ; and their engine
was built by the Pacific Iron Works. The manufacture
of the finest coach, carriage and signal lamps, lined with
gold and silver foil, is their specialty; but they also do
an extensive business in carriage trimmings, gold and sil-
ver plating, etc.
A Few More Left.—We have a few copies of Nos.
5, 6 and 7 Carriage Charts still on hand, which we sell for
80
THE    NEW    YORK    COACH-MAKER'S    MAGAZINE.       October, 1869.
$1 a copy, single, or the three for $2.25, when purchased
together. The three embrace about eighty designs of
buggies, dog-carts, rockaways, victorias, phaetons, bretts,
coaches, coupes, etc., useful in any carriage factory, in se-
curing custom.    Sent by mail on receipt of price.
A Nice Point Decided.—An English paper has dis-
covered the line which divides a distinction from a differ-
ence : "A little difference frequently makes many enemies,"
while " a little distinction attracts hosts of friends to the
person on whom it is conferred."
CURRENT PRICES FOR CARRIAGE MATERIALS.
corrected   monthly for   the new york coach-maker's  magazine.
New York, Sept. 20, 1869.
Apron hooks and rings, per gross, $1.25 a $1.75.
Axle-clips, according to length, per dozen, 50c to 80c
Axles, common (long stock), per ft. 8c.
Axles, plain taper, 1 in. and under, $5.50; 1J, $6.50; H, $7.50;
If, $9.50;  H, $10.50.
Do. Swelled taper, lin.and under, $7.00;  1J-, $7.50 ;  1J, $8.75;
If, $10.75 ; H, $13.00.
Do. Half pat., 1 in. $10; 1J,$11; 1£, $13; 1|, $15.50; H, $18.50.
Do.   do. Homogeneous steel, fin., $11.00; J, $11;  |, $12.00;
long drafts, $2.50 extra.
JSF~ These are prices for first-class axles.    Inferior class sold from $1 to $3
less.
Bands, plated rim, 3 in., $1.75; 3 in., $2, larger sizes proportionate.
Do.   Mail patent, $3.00 a $5.00.
Do.   galvanized, Z\ in. and under, $1 ; larger, $1 a $2.
Bent poles, each $1.00 to $1.50.
Do. rims,  extra hickory, $2.75 to $3.50.
Do. seat rails, 50c each, or $5.50 per doz.
Do. shafts, $6 to $9 per bundle of 6 pairs.
Bolts, Philadelphia, list.    30 off.
Do.    T, per 100, $3 a $3.50.
Bows, per set, light, $1.00; heavy, $2.00.
Buckles, pergrs. £in.,$L; f, $1.12; £,$1.25;  |, $1 75; 1, $2.00.
Buckram, per yard, 18 a 23c.
Burlap, per yard, 14 a 16c
Buttons, japanned, per paper, 20c; per large gross, $2.25.
Carriage-parts, buggy, carved, $4.50 a $6.
Carpets, Brussels, $1.75 a $2; velvet, $2.76 a$4; oil-cloth, 45 a 70c
Castings, malleable iron, per ft. 15c.
Chapman rubber, $2.50 a $3.00, doz. pr.
Clip-kingbolts, each, 40c, or $4.50 per dozen.
Cloths, body, $3.50 a $5 ; lining, $2.50 a $3.    (See Enameled.)
Cord, seaming, per ft. 35c ; netting, per yard, 8c
Cotelines, per yard, $4 a $8.
Curtain frames, per dozen, $1.25 a $2.50.
Do.   rollers, each, $1.50.
Damask, German cotton, double width, per piece, $15 a $22.
Dashes, buggy, $1.75.
Door-haudles,   stiff, $1 a $3; coach drop, per pair, $3 a $4.
Drugget, felt, $1.75 a $2.
Enameled cloth, muslin, 5-4,40c.; 6-4, 75c.
Enameled Drills, 48 in., 55c; 5-4, 50c.
Do.    Ducks, 50 in., 75c.; 54, 70c; 64, 80c
fl3?" No quotations for other enameled goods.
Felloe plates, wrought, per lb., all sizes, 20c.
Felloes (Rims), $1.50 a $3.
Fifth-wheels, wrought, $1.50 a $2.00.
Fringes, festoon, per piece, $2; narrow, per ynrd, 18c.
~~ Tor a buggy-top two pieces are required, and sometimes three.
Do.        silk bullion, per yard, 50c a $1.
Do.        worsted bullion, 4 in., 35c.
Do.        worsted carpet, per yard, 8c a 15c.
Frogs, 50c. a $1 per pair.
Glue, per ft. 25c. a 30c
Hair, picked, per ft. 40c. to 65c
Hubs, light, mortised, $1.20; unmortised, $1.   Coach, mortised,
Japan, per gal., $1.75.
Knobs, English, $1.40 a $1.50 per gross.
Lacee, broad, silk, per yard, 60c. a $1.25 ; narrow, 10c. to 16c.
Do. broad, worsted, per yard, 40c. a 50c.
Lamps, coach, $10 a $30 per pair.
Lazy backs, $9 per doz.
Leather, collar, 26c;   railing do. 24c.; soft dash, No. 1,15c ; do.,
No. 2, 13c; hard dash, 15c; splitdo., 15c; No. 1, top, 26c; enam-
eled top, No. 1, 26c, do., No. 2, 24c ; enameled trimming, 24c.;
harness, per lb., 50c.; flap, per foot, 25c
Moss, per bale, 8c. a 15c.
Mouldings,   plated,  per foot,  £ in.  14c; f, 16c. a 20c; i, lead,
door, per piece, 40c
Nails, lining, silver, per paper, 7c; ivory, per gross, 50c
Name-plates.    (See Advertisement.)
Oils, boiled, per gal., $1.25.
Paints.    White lead, extra, $13.00, pure, $14.00 per 100 lbs.; Eng.
pat. black, 20 to 25c.
Permanent wood-filling, $6 per gallon.
Poles, $1.25 a $2 each,
Pole-crabs, silver, $5 a $12; tips, $1.25 a $1.50.
Pole-eyes, (S) No. 1, $2.25;   No.  2, $2.40;   No. 3, $2.65;   No. 4,
$4.50 per pr.
Sand paper, per ream, under Nos. 2£ and under, $4.50.
Screws, gimlet, manufacturer's 30 per cent, off printed lists.
Do.   ivory headed, per dozen, 50c. per gross, $5.50.
Scrims (for canvassing), 16c a 22c
Seats (carriage), $2 a $2.75 each.
Seat-rails, 75c per doz.
Seat-risers, Liuton's Patent, $2 per pair.
Seats, buggy, pieced rails, $1.75 ; solid rails, $2.50.
Shafts, $12 to $18 per doz.
Shaft-jacks (M. S. & S.'s), No. 1, $2.40 ; 2, $2.60; 3, $3.00.
Shaft-jacks, common, $1 a $1.35 per pair.
Do.  tips, extra plated, per pair, 25c. a 50c
Silk, curtain, per yard, $2 a $3.50.
Slat-irons, wrought, 4 bow, 75c a 90c.; 5 bow, $1.00 per set.
Slides, ivory, white and black, per doz., $12; bone, per doz., $150
a $2.25; No. 18, $2.75 per doz.
Speaking tubes, each, $10.
Spindles, seat, per 100, $1.50 a $2.50.
Spring-bars, carved, per pair, $1.75.
Springs,  black,   16c;   bright,   18c;    English   (tempered),   21c;
Swedes (tempered), 26c; 1$ in., lc. per ft. extra.
If under 34 in., 2c. per lb. additional.
C3T" Two springs for a buggy weigh about 28 lbs.    If both 4 plate, 34 to 40 lbs.
Spokes (Best Elizabethport), buggy,   |, ] and 1$ in. 9£c. each;  1£
and H in. 9c. each;   1^ in. 10c. each.      10 off cash.
B3^" For extra hickory the charges are 10c. a 12^c. each.
Steel, Farist Steel Co.'s Homogeneous Tire (net prices): 1x3-16,
and 1 x 1-4, 20 cts.; 7-8 x 1-8 and 7-8 x 3-16, 23 cts.; 3-4 x 1-8,
25 cts.; 3-4 x 1-16, 28 cts.
Steel Tire—best Bessemer—net prices:  1-4 x 1 1-8, lfic.;   1-4 x 1,
15c;   3-16x1 1-8,  16c;   3-16 x  1,   16c;   3-16  x 7-8,   17c, ;'
3-16x3 4,17; 1-8x7-8,20; 1-8x3-4; 1-16 x. 3-4 23c.
Stump-joints, per dozen, $1.40 a $2.
Tacks, 7c and upwards.
Tassels, holder, per  pair, $1  a $2;   inside, per dozen, $5a$12:
acorn trigger, per dozen, $2.25.
Thread, linen, No. 25, $1.75; 30, $1.85; 35, $1.80.
Do. stitching, No. 10, $1.00 ; 3, $1.20; 12, $1.35, gold.
Do. Marshall's Machine, 432, $3.25; 532, $3.75;   632, $4, gold.
Top props, Thos. Pat, wrought, per set 80c.; capped complete, $1.50.
Do. common, per set, 40c Do. close-plated nuts and rivets, 75a80c.
Tufts, common flat, worsted, per gross, 15c.
Do. heavy black corded, worsted, per gross, $1.
Do-         do-            do.     silk, per gross, $2     Do. ball, $1.
Turned collars, $1.25 a $3 per doz.
Turpentine, pr gl., 60o
Twine, tufting, pr ball, 50c.;  per ft. 85c. a $1.
Varnishes (Amer.), crown coach-body, $5.00; nonpareil, $5.25.
Do.    English, $6.25 to $7.50 in gold, or equivalent in currency
Webbing, per piece, 65c. ; per gross of 4 pieces, $2 40
Wheels, $12 to $22.
Whiffle trees, coach, turned, each, 50c ; per dozen, $4.50.
Whiffle-tree spring hooks, $4.50 per doz.
Whip-sockets, flexible rubber, $4.50 a $6 per dozen ; hard rubber,
$9 to $10 per doz.;   leather imitation English, $5 per doz.'
common American, $3.50 a $4 per doz.
Window lifter plates, per dozen, $1.50.
Yokes, pole, 50c.;   per doz, $5.50.
Yoke-tips, ext. plated, $1.50 pair.