PLATE 29.
Vol. 11.
DOG-CART   PHAETON. — £   in.   scale.
Designed expressly for the New  York Coach-maker's Magazine.
Explained on page 119.
PLATE 30.
Vol. 11.
EXTENSION-TOP    PHAETON. — £ in. scale.
Designed expressly for the New  York Coach-maker's Magazine.
Explained on page 120.
PLATE 31
Vol   11.
PHAETON, WITH BACK SEAT TO TURN IN. — £ in. scale.
Deiijned expressly for  the New  York Coach-maker's Magazine.
Explained on page 120.
PLATE 32.
VoJ. 11.
SHIFTING-TOP   COAL-BOX   BUGGY.— Jih. scale
Designed erpressly for the New  York Coach-maker's Magazine.
Explained on page 120.
DEVOTED   TO   THE   LITERARY,   SOCIAL,   AND  MECHANICAL  INTERESTS  OF  THE  CRAFT.
Vol.   XI.
NEW   YORK,   JANUARY,   1870.
No. 8.
 ^iterator*.
 ^
THE ADVENTURES OF THREE JOURS.
BY   H.   6.   WILLIAMS.
Chapter VII.
The dinner at Miss Corneil's proved a very pleasant
affair. The meats were cooked in a manner that would
have suited the most fastidious; the deserts were flavored
to perfection, and the wines were mellowed with age,
while a widowed aunt of Miss Kate's presided over the
feast in the most hospitable manner.
"A good dinner," exclaimed Loring, "is the summit
of social enjoyment, more particularly when partaken of
by a select few. From time immemorial the hospitality,
the sociability, and the refinement of a people have been
gauged by their dinner tables."
" And if I should ever be so fortunate as to have a
home of my own," remarked Gloner, " one of my great-
est enjoyments would be just such reunions as this; and I
could realize no higher pleasure than to see my friends
seated around my board, and partakers of my hospital-
ity."
" Then you would make a good Southerner, despite
your Northern birth," exclaimed Kate, " for there is noth-
ing that we, as a people, pride ourselves more on, than
our hospitality. In fact, I have known some to carry it to
such an excess as to impoverish them."
" One can hardly discriminate between friends and
foes, nowadays," returned the aunt; " and if one is too
prodigal of his hospitality he is very apt to be imposed
on."
" As for that," answered Gloner, " all my neighbors
who were respectable, whether rich or poor, should ever
be welcome to my table. Of course I would prefer
those who could enjoy a feast of reason as well as a flow
of soul, yet all should be received cordially, so they did
not impose on good nature."
". If your home, however, should happen to be on a
cotton plantation," said Kate, " you would be fretted and
worried so that you would find but little time for social
enjoyment. It does seem to me that everything goes
wrong as soon as I turn and leave the field ; or rather,
Vol. xi.—15
nothing is done as I wish it to be; and it does fret me
terribly sometimes."
" I fear," returned Gloner, with a smile, " that you
allow yourself to be too easily fretted ; I have always
noticed that those get along best in life who take every-
thing easily. I had a partner once, who, when we were
penniless, with no prospect of bettering our condition,
could sit down and whistle the most intricate airs without
missing a note."
"Then he was more fortunately constituted than I am;
yet I will venture to assert, that he never has and never will
accomplish anything in life; one who has energy and am-
bition is ever easily fretted, while one who is deficient in
these qualities always takes life as he finds it, without try-
ing to make it what he wishes."
After a most pleasant evening, interspersed with music
and conversation, Gloner accompanied Miss Lucy home in
her buggy, while Loring remained to follow on horseback.
On that occasion, at least, Gloner proved himself a most
merciful master, for he was very sparing of the whip; in
fact, the horses were allowed to take their own time, yet
to their driver it appeared like a very brief journey.
" As we leave here to-morrow morning very early,"
he said, on entering the parlor, " it is not probable that
I shall see you again, so I shall bid you good-by to-
night."
" We shall, however, have the pleasure of seeing you
again ere long, I hope," returned Lucy.
" That depends entirely upon yourself," he answered
hastily ; then in a lower tone he continued : " From the
day I first met you in Mobile, I have admired you more,
perhaps, than any lady I ever met; and if I come again, it
will be only with the distinct understanding that I may
try to win your consent to look upon me as something
dearer than a friend. Pardon me for speaking thus plain-
ly, but I would not for worlds take a step that might in
the future bring sorrow to you and misery to me. It is
left for you to answer me.    Can I come again 1"
His voice sank down to its lowest tone, but it was
indescribably sweet and tender. For a moment she was
silent, with her eyes bent on the floor; then raising them
she answered, " I shall ever be pleased to see you, and
you will ever be welcome here."
Taking her hand he raised it reverently to his lips,
said " Good night; may God ever bless you as you de-
serve !" and left the room.
114
THE   NEW    YORK    COACH-MAKER'S   MAGAZINE.
January,
Out beneath the thick-leaved oaks he walked to and
fro, for an hour or more, ere he was joined by Loring.
" Ah, Gloner, my boy, taking the benefit of the night
breeze, are you ?" exclaimed that worthy, as he rode up.
" Well, just wait until I can rouse the stable-boy and I'll
join you." He returned in a few moments and continued :
" By-the-way, take a cigar. You will find that it will cool
you off and calm your mind of any undue excitement to
a great extent. I have already burned one, and here goes
the second. The half hour I passed with Miss Corneil
after you left— "
" Half hour! why it's a good hour, if not more," broke
in Gloner, " and if you rode over at your usual speed, it's
an hour and a half at least."
" Ah, well," answered Loring, as he threw the burning
match on the ground and gave a puff or two ; "'we take
no note of time,' as your favorite Thomson, without the
p. says, especially when in the society of such a charming
girl as Miss Corneil."
" Of course you improved the hour and a half that
you passed with her ? "
" By St. Paul! improved it ? well I done my best; no
man can do more. If I did not make a favorable impression
I mistook the girl, and am ignorant of my own powers :
at all events she gave me a very pressing invitation to call
again, and this is what I told her: ' My friend, Mr. Gloner,'
I said, 'will probably come out to see Miss Linden; and
although my company might be very acceptable on the
road, yet I do not think that it would prove agreeable
when she was present; therefore, if I come it will be ex-
pressly to see you ;' and she answered me that I should be
welcome."
" So we leave in the morning early, do we ? Of course
you bid Miss Lucy good-by for me, or were you so en-
grossed in self that you forgot all else 1 I confess I hate
to go, but suppose we must. Did it ever occur to you,
while visiting your friends, that after a certain time you
felt us though you were in the way 1 A sure sign that
your visit was, or at least ought to be, ended. Now, I
feel as though I could stay here a month, and never get in
the way. But the pleasure of coming again will only be
the greater."
For an hour they paced to and fro beneath the dark
shadows, Gloner saying but little, while Loring built in-
numerable air-castles, that assumed gigantic proportions
to his imaginative mind, and then they retired to their
room and took a short nap, only, ere daybreak, when they
were awakened by the stable-boy, as he drew up before the
house. At the door they met Mr. Linden, who bid them
good-by, with a most cordial invitation to repeat their
visit; then they whirled away toward town.
In the full vigor and prime of our manhood, when we
put aside all the wild and vain dreamings of our youth,
what a beautiful thing it is to meet a good and true wo-
man, on whom we can rely for a helpmeet through life,
without even so much as a thought of her inability to meet
the full requirements of the most exacting. What sweet
musings, what delicious thoughts, fill the mind ; and how
the breast swells with rapture at the charmed pictures of
blissful hours to come. Filled with such thoughts, our
two friends rode silently on, scarcely speaking until they
reached the city. Leaving their horses at the stable, they
proceeded to their boarding-house, just in time for break-
fast.
" There's a stranger in your room, who came up from
Selma in the boat, last night, and is waiting to see you," said
their landlady, as they entered.
"And, golly, what a fright he am," said the little darky
who waited on them. " He'd make a good scarecrow,
shu'!"
On entering the room they saw some person seated at
the open window, with his back toward them, who did,
indeed, answer well to the darky's description. Turning
partly round, they discovered, despite his untrimmed beard
and long hair, the well-remembered features of Margrave.
" Now that the hurly-burly's done, we three have met
again," he exclaimed, as he rose from his seat and met
them. " Don't look so hard at me, for it's Margrave, and
no one else ; rather the worse for the wear, I admit—yet
'tis he ; and, by the way, is it not time for the ringing of
the bell—' The swinging and the ringing of the merry
breakfast bells,' as Poe would have said, had he been as
ravenous as I am, and inserted a verse, particularly de-
voted to boarding-house bells, in his poem."
" It is nearly time," answered Loring; " but before you
can partake, you must go to the barber, and then we will
rig you out in a better suit than the one you sport now."
" Well, this suit is rather threadbare, and no doubt but I
look decidedly seedy; yet, remember that I had to take deck
passage coming from Selma, and consequently the captain
forgot to invite me to take a seat at his table. However,
if it's not far, let's go, and let's be in a hurry, too."
In half an hour's time his general appearance was com-
pletely changed, and he partook of his breakfast with a
most excellent appetite, after which they all proceeded to
the shop.
" Of course you want a job," exclaimed Mr. Fountain,
after the introduction.
" Well, slightly," returned Margrave. " As I have
neither wardrobe nor banker's account, it would undoubt-
edly be the wisest thing I could possibly do to go to work."
A bargain was soon made, and he was to commence the
next morning.
(To be continued.)
BROAD-WHEEL WAGONS.
Last winter the turnpike companies of New Jersey
had sufficient interest with the Legislature to have a law
nearly passed to compel the use of wide tires to wheels
in the northern parts of the State. Four-inch tires would
then be the " legal wheel" there. It was not, we believe,
proposed professedly in behalf of the turnpike stockholders,
but, of course, for the benefit of the farmers. When the
old lady called to the ducks, "dill, dill, come to be killed,"
it was just as much to the ducks' interest. The Jersey
farmers were told that narrow wheels made ruts, and
narrow-wheeled vehicles had to run in the ruts of previous
vehicles, while broad tires could go over ruts and run
easily anywhere. Farmers are not usually very intelli-
gently represented anywhere, and it was not to be ex-
pected in the New Jersey Legislature. The reasoning
was conclusive. The agricultural interest required the law.
Narrow tires were to be abolished.
That broad tires are to the interest of turnpike com-
panies there is no doubt whatever. The stones wear away
much faster under a narrow than a broad tread. The true
line for legislation should be to charge tolls in proportion
to the width of tread. This would be justice to the road
company, and not interfere with the rights of travelers.
1870.
THE   NEW   YORK    COACH-MAKER'S   MAGAZINE.
115
Every intelligent horseman must know how absurd is
the reasoning about the advantage of a broad tire. Its
only benefit is when the cart is drawn over soft mud,
when it acts as a mud shoe would to a man walking over
a marsh. In ordinary traveling the broad wheel bears no
comparison to a narrow one in point of ease and comfort
to the horse. On a turnpike road every stone a little
higher than the average has to be mounted by the broad
tire, making it very hard work for the horse. A narrow
tire pushes these stones aside, or slips round them. So
with a rut; a narrow wheel, though running in the old
channel of another wheel, has a hard, solid bottom, and
the wagon is drawn easier than though on tolerably hard
ground on the surface. Then, with regard to perfectly
hard and smooth ground, in which the wheels will not
sink a particle, and on which there are no stones, or any
substances that would make an unlevel surface, the ease
with which a narrow tire can be drawn in comparison
with a broad one, is out of all comparison. If any one
has any doubt of this, let him try a broad-tired wheel-
barrow, and one of the same size and make with a narrow-
wheeled one, and he will learn a lesson on wagon wheels
be will not soon forget.
The proposed law came very near passing, and it will
probably come up again this winter. It is to be hoped
that the members of the Legislature will be made to see
that this is all urged in the interestof a class—blindly urged,
because their interests could be better protected in another
way. And if there are any prospects that they should be
inclined to pass it, " for the interests of the agricultural
classes," let a half dozen broad and narrow gauge barrows
be sent to Trenton for the lawmakers to experiment with.
[The foregoing, copied from Forney's Weekly Press,
introduces a question devoid of novelty, the same having
been agitated at various periods since the invention of
wheel-carriages. Wide tires are only advantageous
where the soil is either sandy or moist—narrow ones over
good roads presenting less surface, and consequently less
obstruction to draught. Legislators are so cheaply bought
nowadays, we can easily guess the result.]
TREATISE ON THE WOOD-WORK OF CAR-
RIAGES.
Continued from page 101.
Suppose L M N O
(Fig.   40)
A0
to  be a
perpendicular surface
to the two planes P
and Q, the plane S
of that surface will
cut the two planes P
and Q by the lines
A B, A C, which are
styled the traces of
the plane S on the
two planes of projec-
tion. The surface
being supposed per-
pendicular to the
planes P and Q, the
traces A B, AC, of
the plane S on those
planes, are perpen-
dicular to the line of intersection XY.
LVII.    Every plane perpendicular to one of the two
planes of projection has its traces on the other, perpen-
dicular to their com-
mon line of intersec-
tion. Suppose S
(Fig. 41) to be a
plane perpendicular
to one of the two
planes of projection
to the horizontal
plane P for instance,
the trace A C of the
plane S on the ver-
tical plane Q is per-
pendicular to X Y.
Consequently, the
plane P, being per-
pendicular to the two
planes Q and S, is
perpendicular to their
common line of intersection AC (Art. 37).
LVIII.    Any plane S being oblique to two planes of
projection P and Q
(Fig. 42), has its
traces A B, A C, on
each plane, oblique
to their common line
of intersection X Y.
So that if one of its
traces were perpen-
dicular to the com-
mon line of intersec-
tion of the planes of
intersection, for in-
stance to that of the
vertical plane, the
plane S would then be
perpendicular to the
horizontal plane(Art.
37),which is contrary
to the hypothesis.
Two planes of projection are sufficient to reproduce a
plane in space. Nevertheless, if the position of the first
two planes of intersection, which is generally determined
by the form of the object to be reproduced, were such
that a plane in space
could not be express-
ed by its two traces,
which would be the
case if the trace A B
of the plane S, and
of the horizontal
plane P (Fig. 43),
were parallel to X Y,
or so oblique that it
could not meet that
line in the square of
the plan. In this
case use is made of
an auxiliary plane R,
on which to bear the
vertical trace A C.
The projection of
a solid consists in
projecting the sur-
faces surrounding it.
116
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
January,
First the solid angles are projected, then the lines of inter-
section of the surfaces; the projections thus obtained are
the required projections.
LIX. In order distinctly to understand the operations
brought about by the planes of projection, they must al-
ways be supposed to be perpendicular to each other, as
we have done here. But it must be understood that if
the drawings had to be executed according to a system of
planes so disposed, the operation would be very lengthy.
Therefore, in order to abridge the work of the projections,
it has been resolved to unite all the planes of projection
on the same plane surface; they are only separated in
twos, by a line that is taken as their common line of in-
tersection.
In order to bring the planes of projection that we
have suggested, of the Fig. 27, to bear on Fig. 43, it
must be supposed that one of them remaining fixed, the
two others, accompanied by their projections, have re-
volved around their line of intersection, like a hinge, so
as to close upon each other on the first plane. An ex-
ample will suffice to impart a clear conception of this
rotative movement.
Let P, Q, and R be the three planes of projection
(Fig. 45). Let us admit that the horizontal plane re-
mains fixed. Then turn the vertical plane Q around the
line of intersection X Y as a hinge, by a quarter of a
circle C D, until it falls in Q' on the horizontal plane.
Suppose that the auxiliary plane R, carried on by the
plane Q, is projected on to Y Y ". Then it suffices to turn
the plane R around that line, in the same manner as the
plane Q.
When folded down the three planes present the same
disposal as shown in Fig. 46, where the intersection X Y
is brought parallel to the sight of the reader. The hor-
izontal plane is below that line, the vertical plane is above,
and the auxiliary plane to the right. In order to recon-
struct the planes of that figure, in the same manner as
they must be when the projections are under discussion,
it must be supposed that the two planes Q and R stand
vertically on the horizontal plane, by turning the quarter
of a circle around the intersection X Y, in the manner of
a hinge, and that then the plane R turns around its own
intersection Y'Y together with the vertical plane, which
is projected from Y, in such a manner that the ground
line Y Y/f, falls on the horizontal plane in Y Yr
The two projections a. a' (Fig. 45) from a point in
space, after the closing, will be found on a line a a'1 a1"
perpendicular to X Y. The perpendiculars lowered from
the projections a and a' from a point in space on to X Y,
will meet that line in a single point a" (Art. 47). There-
fore when the vertical plane turns round X Y, the line
a'a", pending that movement, does not cease to be per-
pendicular to that line, and when the vertical plane is
folded over upon the horizontal plane, the line a'" a"
forms a single line with the line a " a, because both are in
the same plane, and perpendicular to X Y in one and the
same point.
By uniting all the planes of projection on the same
surface, it "will be seen how that process facilitates the
execution of the drawings. As soon as the projection a
is obtained from a point in space on any plane P (Fig.
46), it is certain that the projection a' in the other plane
Q is on an indefinite line ay, drawn through the projec-
tion a perpendicular to the intersection X Y of the two
planes of projection.
Till thus far we have only defined the geometrical
figures that we shall employ, and given an outline of the
system of the projections in an abstract manner. For this
purpose we have made use of figures represented in per-
spective, on which we have only indicated the principal
propositions, because the operations which are intended to
give the exact size of the lines, the surfaces, and the angles
that they respectively form, cannot be realized on those
figures.
We shall now practice the reader in the method of the
projections, by indicating the manner by which to proceed
in order to represent the body of a phaeton on three
planes of projection in the same manner as we shall dis-
pose them for all the bodies. However, before, we will
illustrate the manner of representing the rules of punctu-
ation and the annotations that we propose to follow.
LX. Manner of Representing Points, Lines, and
Surfaces.—We will indicate the points, lines, and sur-
faces taken in space, by the capitals A B C D, etc., as also
the points, lines, and surfaces that will be taken on the
planes of projection; the same corresponding points in
the horizontal projections by the italics abed; the ver-
tical projections by accented italics a'b' c'd', and the
plans on an auxiliary plane by indiced italics a, b, c d,.
In the change of planes, the revolution or folding over of
1870.
THE   NEW    YORK    COACH-MAKER'S    MAGAZINE.
117
figures, the same points will be the same letters furnished
with several accents or indexes.
A point, a line, and a surface in space, we will express
by placing their projections in parentheses; so that (a a1)
will express the projections of a point A on the horizontal
and on the vertical plane ; (a b, a1 b') the projections of a
line A B; and lastly, {abed, a' b' c' d') the projections of
a surface A B C D.
The projections on three planes of projection will be
indicated in a like manner, by adding the projections of
the third to those of the first two. Therefore (a a/ af) in-
dicates the projections from a point A in space on two
planes of projection.
A point, a line, or a surface, can be equally defined by
their projections on the two vertical planes; therefore
(a' a) will express the projections of a point A ; (a1 a,b' b)
the projections of a line A B; (a' b' c' d') the projections
of a surface A B C D.
All the projections that we have considered have been
represented in this manner ; they only require the. paren-
theses. As the planes of projection being in perspective,
the points, lines, and surfaces in space have been figured
and iadicated by capitals. But in the geometrical system,
all that is considered in space being expressed by projec-
tions indicated by italics on the planes of projection, the
capitals disappear, and they are only preserved on the
planes of projection:
1st. To designate points, lines, and surfaces taken on
those planes; in that case, the point in the plane where it
is, and its own projection, become confounded.
2d. When, in consequence of a rotary movement, the
points, the lines, and the surfaces in space are folded over
upon one of the planes of projection; then the points are
designated by capitals without accent in the horizontal
plane, by accented capitals in the vertical plane, and by
indexed capitals in the auxiliary plane.
The traces of a plane in space on the planes of projec-
tion are designated by the same capital, without accent in
the horizontal plane, accented in the vertical plane, and
indexed in the auxiliary plane. Therefore (S S') indi-
cates a plane in space having its traces on the horizontal
plane and on the first vertical plane, and (S S;) a plane in
space having its traces on the horizontal plane and on the
auxiliary plane.
The intersection of the vertical plane and the hori-
zontal plane is indicated by X Y (Fig. 46); that of the hor-
izontal plane and the auxiliary plane by Y Y. When the
auxiliary plane is folded over the intersection Y Y, comes
in Y Y/f on the prolongation of X Y, the line Y Y' is the
intersection of the two vertical planes.
LXI. Rule for Punctuation.—Visible lines are rep-
resented by a full line A B (Fig. 44); hidden lines by a
punctuated   or   dotted
Fig. 44.                   line C D; the lines of
R operation by a broken
A.                                           -^ line   E   F,   especially
those uniting the pro
 jections of the same
 pOint. The figures that
comprise the same giv-
 en parts and which in-
 dicate the result of the
operation after the fold-
C
ner by the same lines, but deeper. Lastly, the lines of
important operations, such as the traces of a plane, are
formed by alternate small lines and round points G H.
LXII. In order to draw any object, the dimensions
and form must be first fixed ; these are indispensable re-
quirements. But the dimensions and forms of bodies
vary: the first on account of special requirements and
the different kind of body ; the second on account of taste,
fashion, or fancy. We will examine these given details in
the second part, as we do not wish to treat in this part
any but the general principles applicable to all bodies.
But in order to fix the idea on the relative conventions of
the representation of bodies, we will take the body of a
phaeton, because it comprises the two kinds of surfaces—
plane and curved—that we shall have to consider in the
other bodies.
(To be continued.)
G-
_tt *ng  down,  are   repre-
~~      sented in the same man-
fjome Cirde.
CLEANTHE'S HYMN TO JUPITER.*
Hail, mightiest of immortals 1 many a name
Bespeaks whose greatness, evermore the same !
Ruler of nature, whose dread sovereignty
Upholdeth all things by a fixed decree,
Thee I invoke, great king 1 for, frail and weak,
Fitting is it for man thy praise to speak !
For they who breathe the air and tread the ground
Are all his offspring, and, compared with thee,
Are all his fleeting image of a sound ;
Therefore my office and my joy shall be
To sing thy matchless power eternally !
This countless train of worlds their course fulfill,
Encircling earth, obedient to thy will!
Thy steadfast hand the thunderbolt doth fling,
That two-edged, fiery, ever-living thing,
With which, when rent, all nature breathless stands,
Fearino* the power of thy resistless hands!
The mighty plan of nature thou dost guide,
Pervadfng all things, to all life allied!
Without thee, God, thy presence and thy care,
Nor in the earth, nor in the empyreal air,
Nor in the heaven divine, nor tossing sea,
Can aught be done, save through the impiety
Of senseless man.    Thy penetrating view
Can pierce the mazes of confusion through,
And render all things unperplexed and bright,
All discord harmony, all darkness light;
So that, or good or evil, all shall tend
To the fulfillment of one common end.
But this eternal purpose men deride,
And scorn this heavenly wisdom in their pride.
O wretched men ! still longing to possess,
Forever thirsting after happiness,
They neither seek to learn, nor care to know
This law divine, whosa guidance can bestow
A life of honor, by the good beloved,
By reason guided, and by heaven approved;
But now, alas ! rush headlong onward still,
Each at the guidance of his own vain will.
Of some ambition is the end and aim,
A thirst insatiate for the draught of fame ;
Some blindly gain and hoard and worship gold,
While others yield to passions uncontrolled.
But thou, the all-bestowing God of love.
The thunder-ruling, cloud-compelling Jove !
Save from this mournful ignorance this vain,
Distempered mind, and give us to attain
* Quoted by St. Paul, in his address to the Athenians, Acts xvii. 28.
118
THE    NEW    YORK    COACH-MAKER'S   MAGAZINE
January,
That wisdom which directs thy guiding hand,
In the wide circuit of thy just command;
So that, thus honored, we may honor thee,
In rendering worthier praise eternally;
Since not to man on earth, nor gods in heaven
Can any higher, nobler task be given,
Than in one endless song to celebrate
This Law eternal, universal, great!
WINTER RAMBLINGS IN KENTUCKY.
BY  PORTE   PENCIL.
(Concluded from page 104.)
Returning to Squire W.'s, we made arrangements for
our departure, thanking the family for the many courtesies
extended to us during our stay, and mounting our faithful
animal, were soon well on our way to Guthrie, on the line
separating Tennessee from Kentucky; after reaching
which, we pass on through Hampton, Trenton, Hopkins-
ville, and Madisonville, where we take the cars for Hen-
derson. Before we close our rambles we propose to speak
more fully of the resources of the section of country we
have passed over. The agricultural advantages of the
Green River country can be summed up in a few words.
For tobacco, wheat, and other grains, there is no portion
of our great country superior to it, and only a very small
part equal to it. A semicircle described with a line 100
miles long, extending from Henderson to the Tennessee
State line, will include an area of territory producing
more tobacco than the same area on any part of the earth.
For wheat, corn, oats, and hay, there are no lands superior
to that embraced in this semicircle. The county of Chris-
tian, of which Hopkinsville is the county seat, is one of
the largest and wealthiest counties in Southern Kentucky ;
and the soil of a large part of it, in beauty and fertility,
is equal to any portion of the habitable globe. It is be-
lieved by many that the coal of Hopkins and Christian
counties is superior to any coal in the State, and any west
of the Monongahela. It lays on either side of the railroad
in inexhaustible quantities, crops out above the level of the
road bed, and is moved by drifts or lateral shafts, and can
be dumped into the cars standing on the railroad track.
We learn that there are more than fifteen mines opened.
The thickness of the strata ranges from four to seven feet,
and in what is termed a geological fault the vein is twelve
feet thick. The coal in these mines is the best bituminous,
and can be and is used by carriage blacksmiths, cokes
well, and makes gas of the best quality. The coal is free
from sulphur, does not disintegrate on exposure to the
atmosphere, and slacks less than Pittsburg coal. The
greatest and best coal is the block coal. This block coal
is used in smelting ores without coking. The coal and
ores are emptied together in the furnace or cupola, the
fire is applied, and the metal melted and run into pig iron.
All other coal has to be coked at much cost and labor,
with loss of time and money. Block coal is found in
Hopkins county, within thirty-four miles of the Ohio
River, at Henderson ; also in Christian county, fifty-five
and sixty miles from Henderson, sixteen miles from Hop-
kinsville, and from sixty to eighty-five miles from Nash-
ville, on the E. H. and N. R. R. There are also several
varieties of iron ores on the line of this road. The vein
is reported eighteen to twenty inches thick.    Another
form of iron ore is found immediately overlaying a seven-
foot vein of coal. When this line of railroad is opened up
(it now being in the hands of the Pennsylvania Central),
Nashville, with a population of from 50,000 to 60,000,
will possess peculiar advantages for manufacturing. Nash-
ville is in the center of almost every article of raw mate-
rial ever manufactured in the United States, such as cotton,
hemp, wool, iron, copper, zinc, lead, &c, marble, stone,
cedar, walnut, poplar, ash, hickory, and all kinds of hard
and soft wood ; in fact, every known article used for manu-
facturing is within or will be in easy reach of Nashville.
But perhaps the reader will say I have exceeded my
limits in rambling over into the State of Tennessee. I
have done so in order to show, in these railroad times,
that the State of Kentucky will be a benefit to her sister
State through the instrumentality of the iron-cased horse.
As we have started homeward, we will end our journey
and ramblings in Henderson, which is hardly second to
Nashville in advantages as an iron-manufacturing town.
The proximity of the block coal and its accessibility by
rail, the cheapness with which it can be supplied, and- the
facility with which raw ores can be brought from the
Cumberland and Tennessee Rivers, and the Iron Moun-
tains, give our city great advantages. But we fear the
tobacco interests will absorb all others, unless there is a
change for the better.
Few of the Southern towns or cities in the United
States preserve intact the social relations of the past to a
greater degree than this venerable Burg. Many of the
old families of the State selected this delightful site on
the Ohio River as a point of residence, and owning the land
for miles around, in the center of the finest tobacco region
on the globe, became immensely rich by raising this great
staple of tropical agriculture for the markets of the world.
Very little, however, of the wealth of the planters and
manufacturers seems to have been distributed in the im-
provement of the town. The property, at the start, was
Jield at such a rate that it kept our small traders, store-
keepers, and manufactories in advance of the number that
were likely to supply the convenience of planters and
negroes. Now and again, however, an enterprising indi-
vidual would get in, and for a time a very considerable busi-
ness was done with the smaller places along the river
bank. Even the merchants of Evansville, now one of the
great emporiums of trade in the West, came here to lay
in their stock of goods. But now things have changed.
The population of Henderson remains at 8,000, while the
other contains 30,000, and is daily increasing. But Hen-
derson, as if surrounded by an impenetrable estacade, the
leading feature of which was the doctrine now insisted on
by the supporters of the English aristocracy—" that the
soil of the country should not be separated from the cap-
ital of the country,"—attained an early and stunted
growth, and became insignificant, except in the matter of
tobacco and chivalry—the latter article still surviving,
notwithstanding the remarkable prediction following the
French Revolution, that it was " extinguished forever."
Far better for the city were it so.
As I remarked before, Henderson contains sixteen to-
bacco factories, the first being erected in 1832 by F. B.
Burbank, who, in the old concern, still seems to " live and
move and have his being " in tobacco, which has, indeed,
made him one of the millionaires of the place. Messrs.
Barrett, Adams, Soaper, Burbank & Bros., E. B. New-
comb, Gilmore, and others whose names I have forgotten,
1870.
THE   NEW    YORK    COACH-MAKER'S   MAGAZINE.
119
are largely engaged in the business ; some of them own-
ers of large plantations, and grow as well as manufacture
the article. Some of the plantations are worked by
negroes entirely, others by white labor, and in some both
are employed; the net result being in favor of white
laborers, according to the experience of many plantations,
to an appreciable extent. The tobacco grown in this
county is of a very fine quality, and is manufactured
mostly for the British market. It was formerly shipped
at New Orleans; but since the war there are no heavy
shipments there, and it is now forwarded, via Evansville,
by rail to New York.
The heavy work in the factories commences in No-
vember, when from fifty to seventy hands are taken from
the plantations and employed in each of the factories
here, in receiving and stemming and putting the product
through the various processes, until finally it is packed in
hogsheads.
The salt wells, about twenty minutes' walk from the
town, are worth the attention of visitors. The discovery
of the salt water grew out of a contract by which the
Henderson Coal Co. agreed to give Mr. Burbank mining
privileges over some 11,000 acres of land, upon his con-
tracting to bore to the depth of 1,400 feet for coal. The
boring was prosecuted to a depth of 1,600 feet from the
surface, and some twelve indications of coal, with four
workable stratas, were discovered. At the depth of 740
feet an artesian well was sunk, to discover the salt water
which, from the analysis that had been made, was sup-
posed to exist, and also for the purpose of prospecting the
coal field. The result was the discovery of a great abun-
dance of salt water, which, from a four-inch hole, throws
out 400 gallons a minute. The water at present requires
ninety gallons to produce a bushel of salt; but, encour-
aged by a report of Professor Owens, it is proposed to
carry the boring 1,000 feet farther into the bowels of
mother earth, when the briny springs may probably be
discovered to be the abode of an order cetacea, whose
horizontal tails may be connected with appropriate ma-
chinery to fetch them to the surface, and thus bring sperm-
aceti to our doors without the expense and risks of a
whaling voyage. Just think, too, in connection with this
matter of digging for fossil salt, what an attraction whale
lunch would be at " Vogel's Bazaar," or Pargny's, or
" Delmonico," for there is not only a St. Charles and a
St. Nicholas at Henderson, but a " Delmonico." Small
bathing-houses are erected over the springs, and are much
resorted to by invalids and those desiring the invigorating
effects of a salt-water plunge.
About one-third the line of the Henderson and Nash-
ville road has yet to be built. The work was commenced
at both ends of the line, and that portion of it lying be-
tween Nashville and Hopkinsville and Henderson and
Madisonville is built. One of the great purposes contem-
plated in the construction of this road is stated to be the
supply of coal through the country. The coal fields in
this region are represented to be the most extensive in
the world, and the quality of the article equal, if not
superior, to Pittsburg coal.
The Mastodon Coal Co. own mining privileges in
23,000 acres, together with the fee in a portion of the
property ; and several of the members of the Henderson
Coal Co. own a portion individually. At the present
time there is but little enterprise in this place, except in
tobacco and gold bonds ; but the development of the rich i
mineral resources of the country will probably result one
day in establishing a great manufacturing business at Hen-
derson, though the probabilities are against it. The main
travel to and from the East to this point is by the Ohio
and Mississippi Railway to Vincennes, thence to Evaus-
ville by cars, where a daily line of packets run to Hen-
derson.
Having enlisted your attention, kind reader, for some
time, I would fain enlarge upon the advantages of travel-
ing upon horseback, and the benefits of abstaining from
intoxicating liquors along the road. I would also expatiate
upon the glorious prospects of the Western States, unfold
their beauties, their antiquities, their wealth, their capaci-
ties, and their vastness; and picture to you the thronging
millions that shall inhabit there ere many years shall pass
away. But we ended our ramblings through Kentucky at
Henderson. And now, kind reader, if these jottings have
served to while away a spare hour, our object is accom-
plished; all which may be happily reviewed in after
days, in connection with fond memories of those we have
met in our rambles.
 Illustrations of % grafts.
DOG-CART   PHAETON.
Illustrated on Plate XXIX.
It gives us much pleasure in being able to present our
friends with an original design for a Dog-cart Phaeton, as
fine as the one printed on this plate. The sides, with some
economy, may be made solid, and painted or molded, as
shown in the drawing. A block will be required in form-
ing the back corners, and a panel fo'r the back of the body.
It will be observed that in setting the seats, lightness has
been studiously considered. Width of front seat, 45
inches; axles, 1^ inches; wheels, 3 feet 4 inches and 4
feet 2 inches high ; hubs, 4^ by 7 inches ; spokes, \\ inches ;
rims, 1^ deep ; tires, f by \\.
Painting.—Patent black ground-work, for both body and
under-carriage, this last broad, striped blue, with two nar-
row ones in white near the edges.
Trimming.—Drab cloth.
Workman's charge for building $50 @ 155; manufac-
turer's price for the phaeton, handsomely finished, $900.
New York Charges for Repairing.— Wood-work:
New hub in wheel, $5; new spoke, $1 ; new rimming
wheels, $20 ; half-rim, $2.50 ; per set, drafting wheels, $1 ;
carved spring bed, $10; bolster, $8; carved back spring
bar, $8; pole, $9 ; yoke, $7.50; fifth-wheel bed, $2.50.
Iron-work: New tires and bolts, $35 ; tire bolts, 25 cents
each; re-setting tires, $8; new wheels, boxed, tired and
painted, $85 ; carriage-bolts each, 30 cents ; re-setting the
axles, $10 @ $12; oiling axles, and new washers, $2.
Trimming : New cloth head-lining, $55; new covering
top with leather, $60. Painting: Burning off old paint
and repainting body and carriage-part, $150 @ $200 col-
120
THE   NEW    YORK    COACH-MAKER'S    MAGAZINE.
January,
oring and varnishing body, painting and striping rims, and
varnishing carriage - part, $90. Plating : Capping four
axle-nuts, $6; capping set of top nuts (silver), $3.50 ; new
set of silver-plated bands, $7.
EXTENSION-TOP PHAETON.
Illustrated on Plate XXX.
Our readers will observe that this phaeton is construct-
ed with a view to lightness, both in the cut-under and the
back-quarter. Indeed it may be thought that our artist
has gone to extremes in his effort to adapt the French
fashions to this particular design. This, however, is a mat-
ter which the builder must settle for himself. The body
—a paneled one—is hung upon three elliptic springs, and
is of such simple construction that we need not occupy
space in describing it, but proceed with other details more
needful. Width of body (in the clear), 46 inches ; axles,
1^ inches; wheels, 3 feet 4 inches and 3 feet 10 inches
high ; hubs, 4 by 6£ inches; spokes, 1 T\ inches ; rims, 1|
inches ; tires 1 by \ inch.
Painting.—Brown body and carriage part, this last set
off with $ inch black stripe, edged with two fine lines,
red.
Trimming.—Blue broadcloth.
Workman's charge for building the body, $45; manu-
facturer's   price   for   nicely-finished   phaeton,
New York Charges for Repairing.— Wood-work:
New hub, $8; spoke, $1; rimming wheels, $20 ; drafting,
$1; back spring-bar, carved, with center figure, $15 ; front
spring-bar, $2; perch, $4.50; axle-beds each, $3.50;
pole, $9; yoke, $8; head-block, $3. Iron-work: New
iron tires and bolts, complete, $20; tire-bolts each, 25
cents ; carriage-bolts, 30 cents each ; re-setting axle-arm,
$4 ; oiling axles, with new washers, $2. Trimming : New
broadcloth head-lining, and covering top with enameled
leather, $165; each separately, tops, $85; head $80.
Painting : Burning off old paint and repainting body and
carriage-part, $90; re-touching-up body and carriage-part,
and varnishing all, $40. Plating : New bands, $4; cap-
ping axle-nuts, $6 ; capping prop-nuts, $3.50.
DOG CART PHAETON, WITH BACK SEAT TO TURN IN.
Illustrated on Plate XXXI.
On this plate we give our patrons a very stylish kind of
phaeton, with the back seat to turn in, when not in use.
The mode of building is similar to that of the one on Plate
XXX., and therefore need not be repeated here. The tilbury
pillar in front should be cut away where it laps on the seat,
to accommodate it to the projection—one inch—of the
same beyond the sides of the body. The lines drawn
horizontally on the seat, in finishing the tip of the pillar,
indicate molding. The white lines on the back-quarter of
the side panel likewise represent moldings. Width of
this body on the front seat, 36 inches inside ; wheels, 3 feet
10 inches and 4 feet 1 inch ; hubs, 3f by 6£ inches ; spokes,
1 inch ; rims, 1£ inches ; steel tires, 1 by £ inch.
Painting.—Body, carmine; undercarriage, cream,
striped with carmine, broad stripe and two narrow ones in
white.
Trimmings.—Drab corduroy.
Workman's charge for building the body, $32; seller's
price for phaeton, well finished, $475.
New York Charges for Repairing.— Wood-work: Hub,
$5 ; spoke, $1 ; rimming wheels, $18 ; drafting, $1; axle-
beds each, $4; head-block, $3 ; perch, $5 ; spring bar, $2 ;
shaft bar, $2; new shaft, $4; pole and yoke (see under
plate XXIX.). Iron-work: New tires and bolts, $18 ; re-
setting tires, $8 ; tire bolts each, 25 cents ; carriage-bolts
each, 50 cents; new spring, $16; fifth-wheel, $5 ; re-set-
ting axles, $6. Trimming : Leathering shafts, $7 ; new
lining, cushions, &c, $150; re-covering dash, $12 ; new
apron (rubber cloth), $10; whip-socket with fastenings,
$3. Painting : Re-painting, striping, and varnishing, $90;
touching-up and varnishing, $45. Plating: Capping axle-
nuts, $6.
SHIFTING-TOP   COAL-BOX   BUGGY.
Illustrated O7i Plate XXXII.
This very pretty design differs in some respects from
the one published last month, but the points will appear so
evident, on comparison, that we need not particularize fur-
ther than to suggest the painting of the scroll-work as in.
dicated in the drawing. Wheels, 3 feet 10 inches and 4
feet 1 inch high; hubs, 3£ by 6£ inches; spokes, 1 inch;
rims, 1^ inches; steel tires, -fa by 1 inch.
Painting.—Black, under-carriage, three fine lines, center
line blue, two outside lines white.
Trimming.—As for buggy described on page 105.
Workman's charge for making body, $18; carriage-
part, $8 ; wheels, $10 ; shafts, $3.50 ; spring bars, $3 ;
price of the buggy, nicely finished, $465.
New York Charges for Repairing.— Wood-work : Set
new wheels, $80; hub, $5; spoke, 75 cents ; new rims,
$16 ; shaft-tops, $2 ; new shaft, $4 ; spring bar, $2; axle-
bed, $4; perch, $5; head-block, $3 ; drafting wheels, $1.
Iron-work: Re-setting tires, $8; new tires and bolts,
$20; tire-bolts, 25 cents; carriage-bolts, 50 cents; fifth-
wheel, $5; re-setting axles, $6. Trimming: Covering
dash, $12; body linings, $40; new top and head-lining,
$125; whip-socket, including fastenings, $3 ; cleaning top
and oiling, $2.25 ; leathering shafts, $7. Painting; Re-
painting, $75 ; touching-up and varnishing, $35.
1870.
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
121
 from tljc
PERCH-STAY.
Mr. Editor,—With this article I furnish you with a
sketch of our pattern for the perch-stays of a cut-under
body, or such as requires the wheel to run well under the
body.    You will notice thai the stay-heads are formed in
the same manner as those used for coaches, the side-plates
running back of the point where the stay strikes the perch
in order to strengthen it. For a light buggy these stays
are made off or T7g- round iron. These look much lighter
and are stronger than oval.                              J. b. p.
STAYS FOR A  SINGLE-PERCH.
This original design for a perch and stay has been
furnished us by a correspondent:
The drawing so well explains itself that we are spared
details, further than to notice that single perches for bug-
gies and other extremely light vehicles, are again much
used.    We shall have another next month.
STEEL.
A piece of good steel is an almost priceless treasure,
because tools are an indispensable requirement. Yet
make steel as carefully as possible, you cannot always
rely upon its uniform quality throughout the same piece.
Outer indications are often unreliable, and even breakage
Vol. xi.—16
revelations refer but to the point of fracture. In forging
steel the secret is the temperature. Too high or too low
will ruin all; and this temperature must vary with the
kind of steel required. Therefore, cheapness should
never be sought as the chief good. Blistered and shear
steel want more heat than cast-steel; the greater the
amount of carbon, the lower must be the heat at working,
and yet the harder is the labor. Good forging is as im-
portant as good material. After cooling, the hammering-
should be very light, or internal fracture will be set up,
not homogeneity. Let the blows fall in one direction ;
certainly not at right angles to each other, so as to destroy
I he grain. Burned steel may be brought round by heat-
ing hot and quenching in water repeatedly. In temper-
ing, great care is needed. Forging tempers, and a less
heat will then suffice. This hammering is better as a
commencement, than hardening direct from the annealing
oven.—Scientific American.
VARNISH FOR IRON.
The following is a method given by M. Weiszkopf. of
producing upon iron a durable black shining varnish :
"Take oil of turpentine, add to it, drop by drop and while
stirring, strong sulphuric acid until a sirupy precipitate is
quite formed, and no more of it is produced on further
addition of a drop of acid. The liquid is now repeatedly
washed with water, every time refreshed after a good
stirring, until the water does not exhibit any more acid
reaction, on being tested with blue litmus paper. The
precipitate is next brought upon a cloth filter, and after all
the water has run off, the sirupy mass is fit for u^e. This
thickish magma is painted over the iron with a brush; if
it happens to be too stiff, it is previously diluted with
some oil of turpentine. Immediately after the iron has
been so painted, the paint is burnt in by a gentle heat,
and, after cooling, the black surface is rubbed over with a
piece of woolen stuff dipped in, and moistened with lin-
seed oil. According to the author, this varnish is not a
simple covering of the surface, but is chemically com-
bined with the metal, and does not, therefore, wear off
or peel off, as other paints and varnishes do, from iron."
laittt $00111.
CARRIAGE PAINTING IN BOSTON.
Boston, December, 1869.
Mr. Editor,—Your request has been received, and in
reply I take pleasure in giving the following details in
regard to carriage painting as done in this city. It is, of
course, very similar to the method generally followed in
New York, although there are many slight variations, as
there are differences with different builders in the same
city, caused by the variety in the class of work produced.
For this reason I cannot give the method of Boston, but
can only give the process which is employed by a few of
the leading painters who work only upon first-class work.
Moreover, in order to write connectedly and understand-
ingly, I must confine myself to one kind of vehicle, and
for this purpose I will take a buggy and describe first the
painting of the body, then of the carriage parts.
When the  body  is  received from the wood-shop, we
first give it, inside as well as out, a thin coat of " Perma-
122
THE   NEW   YORK    COACH-MAKER'S   MAGAZINE.
January,
nent wood-filling," which, unlike the prophet who " Hath
no honor in his own country" is nowhere so fully appre-
ciated and so generally used as in its foster home where it
is best known. This priming fills all the pores and pre-
vents shrinking. We then give a coat of elastic rough-
stuff, then putty-coat, and follow with three or four addi-
tional coats of ordinary rough-stuff". We consider this
rough-stuffing a very important part of successful paint-
ing, and one that should have the personal attention of
the head painter. The mixing is more important than is
generally thought, for if too hard it will be inelastic and
liable to crack, and if too much oil is used it is liable to
absorb the brilliance of the other coats, or dry improperly
and cause them to crack. The first coat should be a little
more elastic than the others in order to agree with the
elastic priming coat, and the number of rough-stuff coats
must be determined by the smoothness of the panels.
After rubbing the rough-stuff to a fine surface with
pumice-stone, then comes the coloring. If black, two
coats of color will be sufficient; with other colors three
or four coats may be necessary, the object being to give
fullness and depth. Nothing looks meaner than thin
color. When painting a buggy body that is black, some
Boston painters use one or two coats of color, and follow
with two or three coats of black body-varnish. No rub-
bing coats are then required, and a richness of effect is
given which no amount of color could give. This latter
method seems to be increasing in favor, and is highly to
be recommended, for where one uses four or five coats of
varnish over the color, each coat tends to alter it some-
what. It is used to a great extent in England. If the
black body-varnish is not used, one coat of rubbing var-
nish is given after the color, and the striping is then done.
Some painters stripe upon the color; but this is not to be
recommended, for the striping does not then run so well,
and if a wrong line is made, it is not so easily rubbed off
as on the varnished surface. From one to three more
coats of rubbing-varnish are added, each one being well
rubber), and a coat of finishing varnish, carefully applied,
brings the job to an end.
When the carriage parts are received from the wood-
shop, we prime them with P. W. F., and send them to
the smithshop for ironing. When returned, we give them
a second light coat of P. W. F. After puttying, some
add one coat of lead over this, before sand-papering; but I
do not think it is necessary, and seldom use it myself,
except when a job is unusually rough. After sand-paper-
ing, the carriage parts are ready for color. Two coats of
black will be enough, and the other colors must be adapt-
ed as to the body, some requiring more coats to give the
required degree of depth. One coat of rubbing varnish
is next given, rubbed, striped, and the job is finished with
one coat of finishing varnish. Or, in the same way as
with the body, one coat of black body-varnish may b«
given, if the job be black; rubbed, striped, and similar-
ly finished.          Truly yours,          Boston Painter.
Stage-driver sent to Congress.—The Hon. Ginery
Twitchell, representative in Congress from the third Mas-
sachusetts district, turned back the wheels of time in a
pleasant way on Wednesday,by driving a load of passen-
gers from Worcester to the Barre cattle show in the iden-
tical coach he used to mount when a stage-driver thirty
years ago.
CRAWLING OF VARNISH.
I have been much interested in the theories put forth
by your correspondents in explanation of the cause of
crawling in varnish. One has ingeniously argued that it
is due to an electrical attraction, and another that it is
caused by the gloss of the under-coat which does not form
a sufficient footing. Now I have always attributed this
crawling to a very different cause from either of the
above. Mine is an individual opinion, and whether cor-
rect or not, I leave to your good judgment and that of
your readers, after you have considered the following ex-
planation of it.
I have had a long experience at varnishing, and have
found that crawling is always most liable to take place
in the spring or fall, when the nights are cold and the
fires have not been kept up. I see your correspondent
in the September number notices this fact, but he attrib-
utes it to the reason that in cold weather the gloss of the
under-coat comes up to a " harder sharp," as he expresses
it, while I believe it is due merely to the uneven manner
in which the last coat dries. It works in this way. It is
a clear autumn afternoon, and I apply a rather heavy coat
of finishing varnish to a set of carriage parts, and when I
leave them at night they look very smooth and brilliant.
It does not seem cool enough yet to have a fire, but in the
night it comes up very chilly and there is a frost. When
I look in at the carriage parts in the morning I find the
varnish has crawled some, and a little later, when the room
has wanned up, it continues to crawl badly. This seems
due to the irregular drying, and I think couid be prevented
by preventing the sudden change of temperature.
Our correspondent is mistaken in describing the above
as an instance of crawling. Crawling always takes place
within an hour, if at all, and is never caused by an atmos-
pheric influence, but is always due to the action of the
coat beneath. The effect which he speaks of is what is
commonly called " enameling," and is caused by a change
of temperature after the surface has skimmed and while
the under part is still soft and sensitive.
As there appears from this, and much of our general
correspondence, to be a decided ambiguity in regard to
the use of-expressions describing the phenomena connected
with the working of varnish, and moreover, a frequent
misapprehension of the trouble itself, we shall attempt in
subsequent numbers to throw a little light upon this dark
subject. Varnish requires the utmost delicacy of manu-
facture and application, and from reason of the very diffi-
culties which enshroud it, it is doubly important that all
mysteries should be cleared away, that all its points cr0od
or bad, should be understood, and that every means of
obviating its troubles, or rendering them less troublesome,
should be at the ready command of every varnisher. We
have already described the general points connected with
its working such as its fluency, drying, hardening, and
fullness, and have defined the precise meaning of each
We have also opened the question of Crawling, and drawn
out several valuable points connected with its occurrence
and in coming numbers shall approach in a similar man-
ner the other principal defects of varnish; its pitting
enameling, crimping, etc.; shall try to explain the cause
of each, it we think we know the cause; shall point out
such preventives as are known to us, and shall thus lay
open this broad subject to the consideration of our read-
ers, and shall look to them to fill in the rou^h outline
1870.
THE   NEW    YORK    COACH-MAKER'S   MAGAZINE.
123
which is all that we can expect to give. We cordially and
earnestly invite correspondence from practical workmen
upon this important question, believing that we may
thereby be enabled to gather together much valuable in-
formation, whose value shall redound to the benefit of
every carriage and car-painter and every carriage and
car-maker in this country.— The Hub.
LINSEED  OIL AND   WHITE  LEAD.
Cheap oils are frequently mingled with linseed oil,
which are so volatile that they will evaporate soon after
the oil is employed for painting. It is sometimes exceed-
ingly difficult to determine when pure linseed has been
adulterated, except by a practical test in painting. When
the paint does not dry readily, it will be safe to assume
that the oil was not pure linseed. In some instances im-
purities may be detected by putting a piece of ice into a
cup containing about half a pint of oil. If the oil be
adulterated, the impurities will separate from the linseed
oil, and will usually become stiff and thick like very soft
lard.
If the linseed has been boiled, and emits a very dark
color as it is poured out, we may suspect that it has been
scorched, and perhaps burned, while it was being boiled,
or that it has been adulterated. Yet, if the ice test fails
to show any impurities, and the oil dries satisfactorily
when employed in painting, the quality is good, even
when dark-colored.
When paint is ground in oil, a very poor quality of
oil is often employed, and a large proportion of Spanish
whiting is worked in, which is much lighter than either
white or red lead, and of course will not form so thick a
covering as pure lead. Adulterated lead paint, that has
been ground in oil, is of a darker color, and the pails or
kegs containing a certain number of pounds are much
larger than other vessels in which there are an equal num-
ber of pounds of pure paint,                             t. s. e.
Crimmuti)
LINING FOR ROCKAWAY, ETC.
In making up his lining, the workman should find the cen-
ter of the back, and then, by pattern, divide the whole into
spaces fur the pipes, as in the engraving. Next draw a
straight  line, 2^ inches  up the back,  then   another,  3
next line be  6 inches.    The spaces between the pipes
should be 14- inches, as at A.    From the bottom line to
the next (B), give \ inch,
and where springs are
used, allow % of an inch
fullness, as marked at D.
Where no springs are
used, % inch allowance
will be amply sufficient,
and H inches for the
diamond, E. Leave 5
inches from the top of
the back for working.
[n cutting the quarters,
allow 1 inch between the
pipes, and 1£ inches for
the diamonds. In cutting
the arm-pieces work from
a straight line, and square
as seen in Fig. 3, allow-
ing | of an inch between
the buttons, 1J- inches front,
and 2^ inches at the back,
cutting with a sweep, as in the drawing.
inches higher, and above this another 3 inches higher
still.     When   the pipes  are   3|  inches   long,  let   the
In cutting the tops of the cushions, allow the same full-
ness as for the quarters.
When placing the back in the body, first nail it at the
top, put the buttons in, pull it down to suit, and nail, fin-
ishing the top of the back, as in the first engraving.
(Editor's
TRADE COMBINATIONS.
Some few months since it was very common to find the
laboring classes clamoring against the " tyranny of capi-
tal," and organizing societies for the increase of wages.
Many of these organizations are, nominally, still in exist-
ence; but their energies seem to have been paralyzed by
evident decline in business throughout the country, and
their manifest unpopularity in the public mind. Out of
these, however, has grown a more formidable enemy to all
enterprise—we allude to combinations in which capi-
tal and labor both unite in an unholy crusade against the
public welfare. Of this kind is that of the Pennsylvania
coal-miners, wherein miners and operators have come to
a mutual understanding, with the common end in view of
keeping up the prices of coal throughout the year. To do
this, the miner has come to an agreement with the laborer,
and placed a premium upon idleness. When the price of
coal, in its downward tendency, reaches a certain point,
124
THE    NEW   YORK    COACH-MAKER'S   MAGAZINE.
January,
unsatisfactory to himself, the miner pays the operator for
stopping work, out of a fund accumulated from a reserved
percentage laid by when prices ruled high. By this means
they intend to keep prices at a high figure, telling the pub-
lic that the article is scarce—made so by their own schem-
ing. Under the pressure everybody complains, and none
louder than the poorer classes, whose interests are thus
tampered with. This, however, is the natural result of
"strikes." The capitalist, finding that he must go down
under the unmerciful demands of his employees, seeks re-
lief by taking labor iuto limited copartnership. This,
perhaps, would work well, did everybody go into the same
arrangement; but since everybody does not, the party
left out must suffer the consequences, for which a remedy
appears to b^ lacking.
In the minds of many, speculation is an evil to be con-
demned, and yet, could it be suppressed by law, it would
soon crush the life out of every enterprise in business.
It has been truthfully said, that " when the activity of men
is so fettered that speculation becomes impossible, they
labor like brutes for their daily sustenance and shelter
only." It is true that all attempts to force up the prices
of either goods or labor, possess the elements of specula-
tion; but speculations of this nature must eventually end
in disaster, because they are unnatural, and contrary to
the manifest laws of trade, which cannot be contravened
with impunity.
The non-thinking classes are those generally led into
"striking" for higher wages, unmindful that in doing so
they are themselves engaging in the very speculations they
are so ready to condemn in others. The leaders promise
their dupes that if they will only send them, in propria
persona, to the legislative halls of the nation, they will have
such laws enacted as will provide a remedy for all their
grievances forthwith. These laws shall say to capitalists
among mechanics, " You shall only have a certain number
of apprentices in such shops, and besides shall pay equal
wages for eight hours as heretofore done for ten," and so
on, ad infinilum. What else is this but speculating against
capital, and speculation of an odious character ? This kind
of speculation, however, provides an antidote for itself,
which consists in overdoing matters. Were this not the
case, every workingman would soon find himself prevented
from ever becoming an employer, from obstructions laid
by himself. This fact is so apparent to intelligent minds,
that the whole thing becomes ridiculous, when looked upon
in its proper light. There is just as much reason in
obliging a manufacturer to take more as to take less work-
men, and just as much shown in telling him that he shall
pay so much, and no more wages, than a certain figure.
We contend the whole thing is wrong. Trade should be
left untrammeled, either with legislation or combination,
to the operations of competition, which will in time work
its own cure.
TWICE EARNED.
We are much annoyed by requests such as the follow-
ing :
Mr. E. M. Stratton,—If you will send me a first-class
carriage-painter within a short time, I will send you the
money for your magazine for one year, &c."
Now, there are two good reasons why we cannot com-
ply with the wishes of our rural correspondent : First, we
think the Magazine is worth all we charge for it, without
additional labor thrown in, to induce him to give us his
patronage; and, secondly, those who want hands should
advertise for the same, and thus encourage literature, while
benefiting themselves. There is, it is true, in this case,
one redeeming circumstance—the individual referred to
has never been blessed with monthly visits from us, and
is therefore ignorant of how much benefit we might have
been to him, and which never will be known if he waits
for us to earn a subscription in the way he proposes.
Ours may be a selfish resolve, but unavoidable.
We would observe, while on this subject, that our po-
sition too often imposes requests on us with which we
cannot comply, except at much sacrifice. Frequently we
are asked to send a correspondent the price of something
out of our line of business; and not knowing where the
article is for sale, are compelled to either spend half a
day's labor in hunting it up, at some expense for car-fare,
or else refuse altogether. This last course we have fully
decided to take, unless correspondents send us at least
twenty-five cents, to cover expenses actually incurred in
our efforts to serve them. Some unreasonable men seem
to think that when they subscribe for our Magazine, they
have paid for our services for the current year at least,
without further charge, and get out of humor unless we
do their bidding gratis. Now, this is all wrong. When
we sell the Magazine, we sell nothing else. If we give
extra labor on the score of friendship, that is another mat-
ter. But, gentlemen, please do not trouble us with un-
necessary business, when avoidable. We have already
more than we can well attend to.
PERPETUAL MOTION.
For over half a century experimenting has been
going on in the back shops and obscure rooms of the
would-be discoverers of perpetual motion, with very poor
success. It is true that we have several times seen it an-
nounced that the thing had been accomplished successfully,
but up to this present writing the machine has never ful-
filled the promises of the inventors. The following con-
struction of a machine, that may be relied upon to run
until it dries up, is translated from a German periodical,
the Practical Machine-Builder:
"Place several small troughs, one a little higher than
the other, stair-wise. Fill the lower trough with oil, and
suspend over it a number of wicks, so that their upper
1870.
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
125
ends shall hang over the edge of the second trough, while
t'heir lower ends dip into the oil. From the second trough
a series of wicks in like manner reach up to the third, and
so on. It is evident that in this way a certain amount of
oil will constantly mount from the lowest to the highest
trough. From the latter the oil may be allowed to flow
through a pipe upon an overshot wheel, and thus to descend
again into ts original receptacle. The wheel will be kept
in perpetual motion.
Now let the philosophers calculate for us how many
wicks make a horse-power; or, if they are inclined to
speculate more boldly, let them study this mysterious
capillary force, which does not seem to wear out, like
other agencies.    Will there come a time when
The stars are old,
And the sun is cold,
And gravitation will not hold,
And fuel is worth its weight in gold,
and the universe will fall back on suction as a motive
power? We don't promise to issue a weekly supplement
containing the responses of the wise to these queries. In
fact,- though we ask these questions, it is after the manner
of the orator, who would be considerably put out if any-
body answered him."
" THERE WERE GIANTS IN THOSE DAYS."
The inhabitants of the valley of Onondaga Creek,
and in fact the people of the entire State of New York,
have been much excited in regard to a colossal statue of
gypsum, representing in faulty anatomy a man asleep, dug
up from the earth in sinking a well. The theories in
regard to this Cardiff Giant (the name by which it is
known-), are as varied as are the minds of the persons dis-
cussing the subject. Some believe it a petrified man of
other'days; others think it an unmitigated humbug,
nothing more than the unskillful chiseling of a fourth-rate
stone-cutter. This latter class of thinkers are doubtless
the correct ones. In the mean time there are two giants
in the field—one in Albany and another in this city—on
exhibition, both " the original, genuine" giant found in
Central New York.
It is really laughable to read the long rigmarole spec-
ulations of Prof. Hall, Dr. Wool worth, et id omne genus,
who were so hasty in their researches that they did not
even wait for the bringing of the body to the surface, but
went down into the pit to test the strength of the carbonic
acid gas in the water thereof, in order to discover whether
the water could dissolve the material of the statue as
rapidly as some claim. Among other things they made
the discovery that the left leg was softer where it had
been disintegrated" than on the outer surface; and their
" gassy" theories, when properly investigated, evidently
show that the brains of the philosophers are either softer
than usual, or else they look upon the public as fair sub-
jects for their " soft sawder."
Divesting the thing of all the mystery which others
ontrived to throw over the " stonish giant," we at
,        c
have                                 _________________________
least believe it to be a miserable humbug, got up by some
parties who are converts to Barnum's belief—that " the
public likes to be humbugged." With this idea to start
with, some rustic stone-cutter conceived the plan of cut.
ting out a giant, and afterward burying it deep enough to
give it a decent antiquarian appearance, and then, under
the pretense of digging a well, digging it up again to as-
tonish the world with their wonderful discovery. No
doubt that, like the thousand and one wonders which time
has hatched for a credulous age, these giant finders will
realize from the pockets of the many a giant fortune.
Vive la humbug !
LADIES' FASHIONS AND COACHES.
More than two hundred years ago—in 1650—after
coaches had undergone opposition, and survived the on-
slaught of Taylor, the Waterman of the Thames—who
imagined, like the Ephesian shrine-makers in Paul's day,
that his craft was endangered by their growing popularity—
strange as it may appear, the ladies adopted figures of
them as ornaments to their persons. In a work by one
Palgrave, entitled " Artificial Changeling," there is an il-
lustration of a lady's face, showing that it was then fashion-
able for them to ridiculously—as in some things now—
spot their faces, and among other absurdities, figures in
black of a coach, with horses, coachman, and postilion, ap-
pear prominently on the forehead. In another work,
called '• God's Voice against Pride in Apparel," published
in 1663, the author says : " Methinks the mourning-coach
and horse, all in black, and plying on their foreheads, stand
ready harnessed to whirl them " (the ladies) " to Acheron."
In the " Ladies' Directory," published in 1674, it is said
that the ladies " had no doubt got a room in the Chron-
icles among the prodigies and monstrous beasts, had they
been born with moons, stars, crosses, and lozenges upon
their cheeks, especially had they brought into the world
with them a coach and horses."
Looking at this matter through an historical glass, and
speculating in the unchangeableness of human nature, we
are naturally led to conclude that we have had a very
narrow escape, lately, from the painful'result of seeing our
feminine world decked out with figures of velocipedes,
after the manner of our grandmothers, before noticed ; for
nothing, apparently, is too ridiculous for the votaries of
fashion to adopt. The present style of ladies' hats is well
adapted for encouraging this kind of ornamentation, the
face being wholly exposed, and seemingly requiring some-
thing to relieve the monotony of facial surface, now only
relieved by such natural figures as nose and mouth, too
common for popularity, in the usual acceptation of the
term. Some of the fashions now adopted by females are
just about as absurd as those were years ago, and are no
less ridiculous than wearing vehicles on the face, as im-
126
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
January,
provements for a naturally pretty countenance. But we
must stop or consent to be called " old fogyish," a name
which, with our peculiar notions of men and things, we
are not anxious to receive.
REVIEW OF TRADE.
We, last month, told our readers that trade was ex-
tremely dull. This month, instead of improvement, we
find that matters have gone on from bad to worse—trade
being literally dead. The stringency in the money mar-
ket, seriously affecting all departments of business, is
especially severe on the carriage manufacturer, who, with
a large stock of vehicles in his shop for which he has
no sale, finds it extremely hard to discharge his obliga-
tions with becoming promptness. This state of things
has compelled the principal establishments of this city to
discharge many of their hands, and put the remainder of
them on "three-quarter time," at which they murmur
exceedingly, although they decline to accept lower wages
than heretofore. This state of affairs is unpleasant for
both parties. The manufacturer cannot now safely make
up work, costing high, to sell low-next spring, which he
must certainly do should finances come to a specie basis
through action of Congress, or continued depression in
trade. With the large stock of carriages now in the
market, we still advise our readers to observe caution and
not increase their liabilities beyond control, by manufac-
turing carriages for an uncertain spring trade, and thus
unreasonably risk their standing and credit.
LITERARY NOTICES.
The World on Wheels.—This book, previously
announced, is rapidly going on toward completion. We
hope to have it through the press during the present year,
or early part of the next. It will make a large royal
octavo volume of six or seven hundred pages, and be
printed on fine paper, with handsome type, and illustrated
with about four hundred engravings of carriages, from the
days of the Pharaohs to the present time. The subject-
matter will be the "carriages and customs" of the Egyp-
tians, Assyrians, Persians, Grecians, Romans—including
dependencies—Gauls (French), English, and American,
with incidental illustrations of the vehicles of these nations
in chronological order, and narrating the manners and cus-
toms connected with their usages, such as marriages,
funerals, wars, and worship, in a novel and interesting
way, interspersed with historical anecdote. We have
shown or explained our work to several literary men, who
give it as their opinion that it will not only prove enter-
taining but a valuable contribution to history, and useful
as a book of reference, not only in the library of the car-
riage-builder and his special patrons, but likewise in the
collections of intelligent  and  literary  men.    We  have
some names as subscribers already, and are ready to
receive others. We do not ask for money until the
volume is placed in your hands—only your names now.
Address to this office.
We have on hand a number of copies of our fine
charts, Nos. 5, 6, and 7, which we now offer at half price
—50 cents a copy—with the object of clearing them off.
No chart ever published in this country better represents
the prevailing fashions than these, nor have they ever been
offered so low before. As this offer will only remain open
until the first of May, it will be to the interest of our
friends to send for them at once, inclosing the money
with the order. Charts of carriages have now become the
indispensable adjuncts of every well-conducted shop, not
only ornamental to the office, but exceedingly useful in
obtaining orders for carriages, as many can witness.
Customers unacquainted with technicalities, with a chart
before them, can make themselves plainly understood.
As usual, the commencement of a new year gives
fresh impetus to journalism. Among those early in the
field is our old friend the Phrenological Journal, now half
a century old, which appears in a new dress, fresh and
blooming as the spring—" a blaze of beauty." It has now
assumed the octavo form of 80 pp. monthly, with an addi-
tion of 20 pp. advertisements and cover. The price is
still $3 only, and is published by S. R. Wells, 389 Broad-
way, New York.
EDITORIAL CHIPS AND SHAVINGS.
The Colors of Foliage.—The London Athenceum
says : " Experiments have confirmed the conclusion*of an
American scientist that leaves turn red, at the end of the
season, through the action of an acid, since one of the
elements producing the green color must be a vegetable
blue. Autumnal leaves placed under a receiver, with the
vapor of ammonia, in nearly every instance lost the red
color and renewed their green. In some, such as the
sassafras, blackberry, and maple, the change was rapid,
and could be watched by the eye, while others, particu-
larly certain oaks, turned gradually brown, without show-
ing any appearance of green."
The Diameter of Trees.—In a paper addressed to
the Academy of TouIousp, M. Musset states that all the
large healthy trees of the woods of Ville-d'Avray and
St. Cloud are, in the immense majority of cases, thicker
in the direction from east to west than in the contrary one.
The same circumstance has been noticed elsewhere by
other observers.
Long Island Steel.—A company has been formed to
make steel out of the iron ore recently-found at Quogue,
near the east end of Long Island. The ore is comprised
in the dark mineral sand on the beach, and is found in
large quantities. It was discovered by a chemist, who
has purchased a large tract on the beach, and is to put up
a blast furnace and trip-hammer at once.
A Nevada Wagon.—The largest wagon ever built on
the Pacific coast has recently been completed at Hamil-
ton, White Pine, and is to be used for transporting ore
1870.
THE   NEW   YORK   COACH-MAKER'S    MAGAZINE.
127
Driver.— Will the gintleman 'commodate by stepping out and walking a bit for a change ?
Passenger.— Wa'U, now, aint that cool?
from the South Aurora Mine to
the Stanford Mill. Here are some
of the dimensions:—The spindles
are 4 inches in diameter of the
best quality of iron ; tires, 5 inches
wide by 1£ inches thick ; spokes, 5
inches thick ; hubs, 19 inches in
diameter, by 20 inches long; height
of the hind wheels, 6 feet 9 inches.
The bed is capable of holding
36,000 pounds of ore, and the w;ig-
on is estimated to bear up 40,000
pounds over any ordinary moun-
tain road. When first built, 32,500
pounds of quartz were hauled on
it from Gold Hill to one of the
mills about Dayton. The two
larger wheels weigh 1,064 pounds
each, and the entire rig upwards of
8,000 pounds.
Egyptian Account of Moses.
— At the recent convention of
Philologists at Wurzburg, Dr.
Lanth, of Munich, stated that in
translating some Egyptian papy-
rus rolls he found an account of a
personage whom he believed to be
Moses. The person, who is called
Mesu, is accused by the Egyptian
writer of having taken a sea-bath,
and of eating fish forbidden to the
priesthood; that he had made a secret visit to Syria, and
was too much given to say new things upon religious mat-
ters. Mesu is described as handsome, and of irascible
temperament. In addition to the name Mesu, which sig-
nifies "child," it is stated that he has another which may
be translated " basket of rushes." The date of the report
is the fifty-second year of Rameses, corresponding to
1525 B.C.
The Mechanics' Institute of San Francisco.—From
a correspondent, we learn that the Fair of the San Fran-
cisco Mechanics'Institute, just closed, will net the Insti-
tute about $35,000, the receipts having been about $65,000.
The sum of $25,000 will be paid out upon the debt for
the building, and $10,000 will be expended for books and
philosophical apparatus. This institution is one of the
best managed and most successful in the country.
The Rascally Hackman.—We have frequently had
occasion to acquaint our readers with the tricks of New
York hackmen, and now we add another to the long cata-
logue of sins committed by these worthies, which we take
from a daily paper. Richard E. Kelly left his home in
New Concord, Ky., for Eastman College, Poughkeepsie,
N. Y., by the Pan Handle route, stowing $230 in his boot-
leg for safety; but just before the train reached Jersey
City, he transferred the money from the boot to his panta-
loons pocket. When the cars stopped, he passed aboard
the ferry-boat, and while crossing the river inquired about
his baggage. A " gentleman " told him his baggage would
be there as quick as he was. On arriving on the New
York side, he inquired how he would get conveyance to the
Hudson River Railroad dep6t. Another "gentleman"
stepped up to him and said, " I am going around there and
will carry you." This "gentleman" had a coach.
" Coachee " added, " Give me your check and get in there ;
I will bring your baggage in a few moments." Mr. Kelly
entered the coach, when soon after " Coachee " returned
and said, " Your baggage will be on the next train ; it was
delayed." Just then some one called " Coachee," when
he shut the door, mounted his box, and drove off. He did
not go far, however, when he dismounted, the door of the
hack was opened, and another " gentleman " requested the
student to get out and mount the driver's box, which he
refused to do. Then still another " gentleman" came
upon the scene and said to the student, " I am going to the
Hudson River Railroad depot, go with me." Thereupon
the student alighted and entered coach No. 2, and after
being in it a few moments was told by the driver " here's
another man going to the same place you are ; both of
you remain here till I get your baggage;" and then the
"other man" got in the hack and seated himself by the
side of the student. Each congratulated the other upon
the prospect of having company through to their destina-
tion, when finally the "other man" said, "I am getting
cold. Let us go to the fire and stay while the driver is
getting our baggage?" The student replied, "No. I
want to go on as soon as he comes back." The " other
man " made no reply, and silence ensued for a moment
or two, when the other man said, " Well, I must go to the
fire," and got out. Immediately afterward the Kentuck-
ian missed his wallet. The driver returned shortly after
without the baggage, when the student informed him of his
loss. The driver, handing him his empty wallet, said :
" Here's your pocketbook, you've been robbed; I want
your fare." The student inquired how much it was, and
was told that it was five dollars.    Remembering that he
128
THE   NEW    YORK   COACH-MAKER'S   MAGAZINE.      January, 1870.
had ten or fifteen dollars in his vest pocket, he paid the
amount asked, the coach-door was closed, the driver
mounted the box and drove three blocks, when the coach
was stopped, the door again opened, and the student told
to get out and take the street-car, which he did, and that's
all.    He is minus his money and baggage.
CURRENT PRICES FOR CARRIAGE MATERIALS.
CORRECTED    MONTHLY   FOR    THE    NEW   YORK   COACHMAKEr's   MAGAZINE.
New York, Dec. 24, 1869.
Apron hooks and rings, per gross, $1 a $1.50.
Axle-clips, according to length, per dozen, 50c. to 80c.
Axles, common (loug stock), per ft. f'/itC.
Axles, plain taper, 1 in. and under, $5.50; 1|, $6.50; H, $7.50;
11, $9.50;  H, $10.50.
Do. Swelled taper, 1 in. and under, $7.00; H, $7.50;  H, $8.75;
If, $10.75; H, $13.00.
Do. Half pat., 1 in. $10; 1|,$11; li, $13; 1|, $15.50; H, $18.50.
Do.  do. Homogeneous steel, fin., $11.00; i, $11; g, $12.00;
long drafts, $2.50 extra.
£3F* These ave prices for first-class axles.     Inferior class sold from $1 to $8
less.
Bands, plated rim, 3 in., $1.75; 3 in., $2, larger sizes proportionate.
Do.   Mail patent, $3.00 a $5.00.
Do.   galvanized, 3£ in. and un^er, $1 ; larger, $1 a $2.
Bent poles, each $1.00 to $1.50.
Do. rims,  extra hickory, $2.7 5 to $3.5<\
Do. seat rails, 50c. each, or $5.50 per doz.
Do. shafts, $6 to $9 per bundle of 6 pairs.
Bolts, Philadelphia, list.    35 off.
Do.    T, per 100, $3 a $3.50.
Bows, per set, light, $1.00; heavy, $2.00.
Buckles, per grs. i in., $1 ; f, $1,12 ; £, $1.25 ; §, $1 75 ; 1, $2.00.
Buckram, per yard, 18 a 23c.
Burlap, per yard, 10 a 14c.
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, $2.75 a$4; oil-cloth, 45 a 70c.
Castings, malleable iron, per IB. 16c.
Chapman rubber, $2, 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.
Eamask, German cotton, double width, per piece, $15 a ?22.
Eashes, buggy, $1.75.
Door-handles,  stiff, $1 a $3; coach drop, per pair, $3 a $4.
Drugget, f«lt, $1.75 a $2.
Dnameled cloth, muslin, 5-4, 35c.; 6-4, 60c.
Dnameled Drills, 48 in., 50c; 5-4, 45c
Do.    Ducks, 50 in., 70c.; 54, 60c; 64, 80c.
JEgP" No quotations for other enameled goods.
Felloe plates, wrought, per lb., all sizes, 15 to 18c.
Felloes (Rims), $1.50 a $3.
Fifth-wheels, wrought, $1.50 a $2.00.
Fringes, festoon, per piece, $2; narrow, per yard, 18c.
 or a btiggy-torj two pieces are required, and sometime* thx«».
Do.        silk bullion, per yard, 50c. a $1.
Do.        worsted bullion, 4 in., 35c.
Do.        worsted carpet, per yard, 8c. a 15c.
Frogs, 60c 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, $2.
Japan, per gal., $1.75.
Knobs, English, $1.40 a $1.50 per gross.
Laces, broad, silk, per yard, 60c a $1.25 ; narrow, 10c. to 16c.
Do. broad, worsted, per yard, 40c a 60c
Lamps, coach, $10 a $30 per pair.
Lazy backs, $9 per doz.
Leather, collar, 25c; railing do. 23c.; soft dash, No. 1,15c.; do.,
No. 2, 12c; hard dash, 16c; split do., 15c; No. 1, top, 25c; enam-
eled top, No. 1, 25c, do., No. 2, 23c ; enameled trimming, 23c.;
harness, per lb., 50c ; flap, per foot, 25c.
Moss, per bale, 8c a 15c.
Mouldings, plated, per foot, £ in. 14c; f, 16c a 20c; £, lead,
door, per piece, 40c
Nails, lining, silver, per paper, 7c.; ivory, pergross, 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,
$4.60 per pr.
Sand paper, per ream, under Nos. 2^ and under, $4.50.
Screws, gimlet, manufacturer's 40 off per cent, off printed lists.
Do.   ivory headed, per dozen, 50c per gross, $5.60.
Scrims (for canvassing), 16c. a 22c
Seats (carriage), $2 a $2.75 each.
Seat-raila, 75c per doz.
Seat-risers, Linton's Patent, $2 per pair.
Seats, buggy, pieced rail*, $1.75 ; solid rails, $2.60.
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., $1.50
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,   loc;   bright,   16c;    English   (tempered),   20c;
Swedes (tempered), 26c ; li in., lc. per ft. extra.
If under 34 in., 2c per lb. additional.
t3F~ Two springs for a buggy weigh about 23 lbs.   If both 4 plate, 34 to 40 lbs.
Spokes (Best Elizabethport), buggy,  |, 1 and lg in. 9£c. each; 1£
and H in. 9c each;   1^ in. 10c each.     10 off cash.
J5^ For extra hickory the charges are 10c. a 12Jc. each.
Steel, Farist Steel Co.'s Homogeneous Tire (net prices):   1 x 3-16,
and 1 x 1-4, 20 cts.; 7-8 x 1-8 and 7-8 x 3-16, 23 cts.; 3-4 x 1-s'
25 cts.; 3-4 x 1-16, 28 cts.
Steel Tire—best Bessemer—net prices: 1-4 x 1 1-8, l£c.;   1-4 x 1,
15c;   3-16x1 1-8, 16c;   8-16 x 1,   16c;   3-16 x 7-8,  17c '
3-16 x 3 4, 17 ; 1-8 x 7-8, 20; 1-8 x 3-4; 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, $5 a $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.
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., 53c
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.                                         ;   T-
Whiffle trees, coach, turned, each, 50c ; per dozen, $4.60.
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.