PLATE 37.
Vol.
BRETT   PHAETON. —|   in.   scale.
Designed expressly for the New  York Coach-maker's Magazine.
Explained on page 152.
PLATE 38.
Vol. 11.
ROAD    PH AETO N. —£ in. scale.
Designed expressly for the New  York Coach-maker's Magazine.
Explained on page 152.
PLATE 39.
Vol. 11.
SHIFTING-TOP    SCROLL   COAL-BOX   BUGGY.
Designed expressly for  the New  York Coach-maker's Magazine.
Explained on page 152.
 —£ in. scale.
PLATE 40.
Vol. 11.
DROP-FRONT   PONY   PHAETON.— |in. scale
Designed expressly for the N~iw  York Coach-maker's Magazine.
Explained on page 152.
PONY    PHAETON    WITH    RUMBLE. —A   in.   scale.
Designed expressly for the New  York Coach-maker's Magazine.
Explained on page 153.
DEVOTED   TO   THE   LITERARY,   SOCIAL,   AND  MECHANICAL INTERESTS OF  THE CRAFT.
Vol.   XI.
NEW  YOTIK,   MAEOH,   1870.
No. 10-
 ^iterator*.
THE ADVENTURES OF THREE JOURS.
BY  H.   S.  WILLIAMS.
Chapter IX.
Helena is a small town of not over fifteen hundred
inhabitants. No sooner had I landed from the ferryboat
than I started out to hunt for a job. No carriage shop in
the place, they told me, but there was a wagon shop, where
they did a good deal of work. I soon found it, a dilap-
idated old shanty, and, on entering, I saw a man painting
a wagon, while in the back end of the shop stood an old
buggy body, and near it the running part. After bidding
him good morning, I gave him the valuable information
that it was a fine day, the assertion of which he seemed
to doubt, as he immediately expressed a belief that it was
"goin' to rain." I soon learned that the aforesaid buggy
had been sent in for repairs, but as he could not trim it,
why he had only agreed to fit up the iron and woodwork,
and give it a coat of paint. I then found out the owner,
and before night I had the material in the shop to trim it
with, having made a bargain to do the work for fifteen dol-
lars. Stirling, too, was equally fortunate, as he got a job
to make a vest at a tailor shop, for four dollars, which I
thought pretty good. Finding our friend, the overseer, I
informed him of my good luck, and bade him good-by.
when we sought a boarding-house. Board was only five
dollars a week at the hotel, but as we plead poverty pret-
ty strong, the landlord finally concluded to take us for a
couple of weeks or so for four.
Next morning I went to work. I had made my calcu-
lations to trim that job in five days, if I had good luck,
and in six at most. The second day I felt badly. A very
peculiar sensation would shoot through my bones, together
with an irresistible disposition to yawn and stretch, so
that finally I had to quit work. Going to the boss, I told
him how I felt, when he cried, " Oh, that's nothin', only a
chill. You'll feel all right to-morrow." I did have a chill,
sure enough, for before I reached my hotel my teeth were
chattering, and I was shaking with an ague at a great rate.
Of course, it was succeeded by a high fever, so that next
morning I felt bad enough, but yet I went to work. When
Vol. XI.—19
I went home at night, I found Stirling had had a chill, too.
The next day I had another, and so it continued for a week,
when I told my boss that I wanted him to get some medi-
cines, and I would pay him as soon as I got my job done.
He got me a lot of quinine, part of which I took, and it
broke my chill. Yet I felt far from well. The balance I
gave to Stirling, on whom it had the same effect. Yet, as
I could manage to work, I felt in a good deal better spirits.
Instead of six days to finish my job, it took thirteen, from
the time I commenced, owing to my sickness, and it took
Stirling nearly as long to make his vest, so that when I
drew my money, paid for my medicine, and settled up
with our washerwoman and landlord—of course I had to
pay Stirling's board for one week—why I had only two
dollars left, and no more work.
We determined, however, to reach Vicksburg, and so
the next boat that came along we went aboard. Going to
the captain, I told him my story, and he finally concluded
to let us keep aboard, we promising to pay him fifty cents
for all the meals we ate. As we were neither of us very
well, we did not feel much like eating, so we made the
trip very cheaply. Just before reaching Vicksburg, Stir-
ling had another chill, and when we rounded to and lay
beside the wharf boat, I left him to hunt for a job and a
boarding-house, in a condition not unlike the boy, who,
digging for a woodchuck, when asked if he thought he'd
get him, replied, "Get him! why, I must get him, for
dad's out o' meat!"
Of course you've heard of Sheppard's carriage shop,
at Vicksburg. Well, I went there as fast and as direct as
I could go, kicked the boss for a job, and was told that
he did not care about a trimmer just then, but probably
would want one when the spring opened. Very gravely
informed him that " one bird in the hand was worth two
in the bush," which seemed to have some effect on him,
for, after a moment's silence, he said, "Well, I've got one
job that needs trimming—am in no hurry for it, yet let's
know what you'll do it for, and we'll see what we can do
for you."
After half an hour's talk we struck a bargain, and
then I went to hunt up a boarding-house. Now, board-
ing-houses are plenty in Vicksburg, but somehow they all
wanted cash in advance, or enough baggage to secure the
debt, and as I had neither, why I found a hard job before me.
Finally, I came across a tailor, who offered to board us,
and give Stirling a job, so I returned to the boat and had
146
THE   NEW   YORK   COACH-MAKER'S    MAGAZINE.
March,
him removed there.    Going to Sheppard's, I commenced
work, and when night came  I drew  two dollars, which I
spent at the nearest drug store for medicines, as Stirling
was really bad off.    In a few days I had chills again, but
as ours was a desperate  case, I kept on at work, until I
finished my job.    Drew all  my  wages, paid my board-
bill, and just then the boss received two letters, one from
Port   Gibson  and one from Yazoo City, inquiring for a
trimmer.    As Stirling had now  got about well, I con-
cluded to  start out again, so I gave him a couple of dol-
lars—for he was working for his board and washing only
—and prepared for my departure.    Just then he received
a letter from his mother in New Orleans, inclosing twen-
ty-five dollars, so he determined  to take  the next boat
down; and when I  hinted  that  the  two dollars J had
just   let him have a few hours before, as well as other
money loaned him, would be very acceptable, he coolly
informed me that he did not have more than  enough to
take him  home.    With  this  very impressive lesson  of
" man's ingratitude to man " on my mind, I  started for
Yazoo City, and with my usual luck I arrived there just
one day too late, as they  had  a trimmer from Marsh &
Den man's of   New  Orleans.     Was   introduced to that
trimmer, a dandy young fellow, who informed  me that
he was getting one hundred dollars  per month and board,
which of course was very  agreeable information to me.
The shop he was  working at, however, was not the only
one in the city, so to the opposition establishment I went
and succeeded in getting a job, at seventy-five dollars per
month and board.    J  now  began  to see a little  better
times, the only difficulty being that, instead uf money, I
received orders on different stores, but as I was sadly in
need of clothing, I took them, and worked on with a pretty
gooij heart.   At the end of two months I thought forbear-
ance ceased to be a virtue, so I  demanded a settlement,
and I found the boss owed me one  hundred dollars, but
the only way he could pay it whs by his note.   Took it, of
course ; and after trying every body in the place, I finally
sold it to our blacksmith for twenty-five dollars and an
old clock.    As 1 had no idea of turning lo a Yankee clock
peddler, I gave the timepiece to my washerwoman, and then
packed up to start out again.    The New Orleans trimmer
advised me to go to Carrolton, sixty miles off, as a car-
riage-maker there  had written  to  him  and  offered him
good wages and a steady job.    Concluded  to try it, so I
secured  a  seat  in  the stage and started.    Half way is a
pleasant little town  called  Lexington, where the stage
stopped for an hour or two to change horses, while the
passengers took supper.    There was a very good wagon
and repairing  shop  in   the place, the boss of which hap-
pened to be at the hotel, and  learning that I was a trim-
mer offered me a job.    I asked him one hundred dollars
per month, which he  thought rather high, but finally said
he would give eighty.    Told him I had to go to Carrolton
any way, but to hold the job until  he heard from me, and
so left him.    Arriving at  Carrolton, I  went  to  the car-
riage-shop there, and telling the proprietor that I came
from Yazoo City to trim for  him, he asked me what I
would work for by the month, and board in his family.
" One hundred dollars," I replied.
" One hundred dollars, whew ! why, that's more than I
make myself. Couldn't begin to think of giving such
wages.    Will give you forty-five, however."
Then I echoed back, " couldn't think of such a thing,"
and turning left him.    Returning to Lexington by next
stage, I found the job still open for me, so I went to work.
On Saturday night the boss came to my bench, and ex-
claimed, " 1 suppose you want a little change, as you've
been on a pretty good tramp," and he threw down a
twenty dollar gold piece. It was very acceptable, I as-
sure you, and that night I felt better satisfied than I had
been for a long time.
The six weeks I worked there I had a fine time. The
place was small but very sociable, and, as the boss paid
up pretty well, I got along finely. But at the end of that
time work gave out, so I settled up and started for Can-
ton. Got a job there which lasted for two weeks, at two-
and-a-half a day. Did not like the place at all, as it was
too aristocratic to suit my plain republican principles, and
as my Lexington boss wrote me to return and he would
give me another job, I did so. My job gave out, and
the small-pox broke out in the place at the same time, so
I left for Yazoo City. No work to be had, therefore I
took an excursion trip on a little steamboat, called the
" Troy," for Grenada, on the Yallabusha River. As the
boat was to be gone a week, and. the fare was only three
dollars for the round trip, I concluded it was about as
cheap as boarding. When we reached Grenada I found
my funds very low again, and I concluded to remain there
and look for a job. Could find none at the carriage-shop,
so I got work on some stages at the livery stable.
Worked for two weeks, and found that I had not made a
dollar, consequently I concluded to strike out again. De-
cided on Hillsboro', in Scott county. Knowing the dri-
vers of the stages pretty well, I managed to get through
without much expense.
You are getting weary, I see, pass over those
cigars, and each of you take one. It will surprise you
how much more interest you will take in my varied ad-
ventures while puffing a genuine Habana. I was satisfied
with a three-center at the time of which I speak, yet,
when I did have money, I spent it like a prince. That
will do, thank you ! You were in clover, while I was in
the swamps of Mississippi.
As I was saying, 1 decided to go to Hillsboro'. Well,
I went there, and reached that place about broke. In-
quired if there was a carriage shop in town.    " No ! but
put in the landlord, and nothing must do, but I had to go.
Reached the shop, and I was introduced as a tip-top sad-
dler looking for a job. " Glad to hear it," put in the
boss/' for 1 want a jour, terrible bad, what'll you work
for ? " Told him I scarcely knew, did not care much
about a job, but would think about it until next morning,
and so left him.
Well, the next morning bright and early, the saddler
came to my hotel, and begged me to go to work, offering
me ten dollars per week, and board, cash every Saturday
night. Finally, I concluded to try it, and staid there until
the middle of May.
"And your work?" queried Loring.
" Beat the boss's to death. Why the old planters
round there were getting so they would have no saddles
unless I made them, so out of sympathy for the boss I
quit him, and started out to Marion, in Lauderdale
county. There I got a job at trimming and painting,
with good wages, or to be more explicit, three dollars per
day and board.    Soon worked myself out of a job, how-
1870.
THE   NEW   YORK    COACH-MAKER'S   MAGAZINE
147
ever, and leaving the place, proceeded up to Macon, a
small but very wealthy town, situated right in the heart of
the prairie or canebrake region of Mississippi. Calling
at the only carriage shop in town, the boss told me he
had a full set of hands, and consequently could not give
me a job. Wandering about the place, I met an old
planter, and telling him what I was, he proposed to buy
the material and have me go out home with him, and
trim his old buggy and Jersey wagon, which I told him
was the very best thing he could do. So he bought a lot
of enamel cloth and damask, and taking the vacant seat
beside him, while his little darkey occupied the opera
board, we started for home.
When we were fairly out of town, the old gentlemen
turned to me, and exclaimed, " By the way, what's your
name ? "
" Margrave, sir ! "
" Margrave, hey, well, Mr. Margrave, do you ever
drink any thing % "
" Occasionally, sir."
"Jim, you little rascal, where's that bottle I gave you
in town ? "
" I put it under de seat, mas'r."
" Under the seat, hey, well, let's get at it then, for
I'm very thirsty, and this is a terrible hot day, you
know."
The bottle was got out, and after I touched it lightly,
the old gentleman took a pretty heavy pull at it, which
he repeated several times during our journey, so that by
the time we reached his home, he was pretty well corned.
It was a large old fashioned, rambling house, and as we
drove up, the old gentleman turned to the little darky,
and exclaimed, "Jim, you rascal you, tell your Missus
I'll not be at supper to night, tell 'er I've got a gentleman
from—where did you say you was from, Mr. Graves ? "
" From St. Louis ! " 1 replied.
" Yes, tell your Missus from St. Louis—business of
greatest importance—then, Jim, tell Aunt Mary to send
our supper in this gentleman's room, do you hear 1"
Another servant taking the horses round to the stable,
I helped my new made friend in the room designated,
where we soon had a very good supper served us, after
partaking of which, the old gentleman kept me up the
greater part of the night listening to his nonsensical ab-
surdities, nor could I get him to bed until he had drained
the last drop of whisky in the bottle.
The next day we made a bargain, I agreeing to trim
his jobs for two dollars a day and board, and as I took it
pretty easy, and had good living, I found it rather
pleasant.
At the end of two months I finished my work, and
after settling up, I returned^to Macon, and put up at the
only hotel in the place. For several days I had not felt
well, and that night I was taken sick ; indeed, so sick that
I roused the landlord, who immediately sent for a doctor,
and it was four or five days before I was able to leave my
room; just long enough, by the way, to take every dol-
lar I had to pay for medicine, the doctor's bill, and my
board. When I did get out, I proceeded to the carriage
shop, and as there was a pretty clever setof fellows work-
ing there, they interested themselves in my behalf, and
soon learned that I could get a job at Columbus, some
twenty-five miles above there, so they raised a purse of
five dollars, which 1 received as a loan and started out.
Reaching Columbus, I got a job at Atwater's, when I
wrote to you, which letter you received, and for the first
time since I left you at Memphis, I heard where you
were, and as I had seen enough of Mississippi for one
season, I immediately threw up my job, and here I am."
" And you are not sorry I should suppose, after all
those up's and  down's," said Gloner.
" Particularly the downs," put in Loring.
" Not at all sorry, I do assure you, and henceforth I
propose to keep in sight of you if possible, and see if my
luck won't change. Messrs. Lawer & Fountaine can
count on me for their trimmer as long as there is any
trimming to be done. But I am rather sleepy after my
long story, and I propose that we retire to the " sylvan
shades of blissful sleep," as my old friend Thomson says.
(To be continued.)
TREATISE ON THE WOODWORK OF CAR-
RIAGES.
Continued from page 117.
The two sides of the body, being similar in symme-
try, the demonstrations made on one can be applied to
the other. Therefore, with the exception of some figures
expressly given in orHer to define the generation of sur-
faces, all the bodies will be represented in half. We shall
always suppose the bottom part of the body placed on
the horizontal plane; the vertical plane or elevation pass-
ing the longitudinal axis, and the auxiliary plane generally
to the right on the prolongation of the vertical plane.
Fig. 47, that conveys a drawing of the body of a phaeton,
represented in half on the scale of one-tenth, is constructed
in that hypothesis, and in a similar manner to Fig. 28.
The only difference that exists between the two figures is,
that one being in perspective, shows the points, the lines,
and the surfaces in space, that are indicated by capital
letters, whereas in Fig. 47 the same points, the same lines,
and the same surfaces are brought over upon the planes
by projections indicated by italics.
The underneath part of the bottom (Fig. 47), being
placed on the horizontal plane, would project itself along
the ground lines from g to c;on the vertical plane,.conse-
quently all the other points of the same body would pro-
ject themselves in that plane above the ground line.
In the same, manner the axis of the body, being located
in the vertical plane, all the points belonging to that axis
would project themselves in the horizontal plane along the
ground line from h0 to bQ. All the other points under
consideration, being supposed in front of the vertical
plane, will project themselves in the horizontal plane
below the ground line.
It will be the same with the auxiliary plane; all the
points belonging below the bottom of the body will pro-
ject themselves on the ground line from/to c, and all the
points of the axis on Y' Y from i to /. All the other
points under consideration of the body will be projected
to the right of Y' Y.
This arranged, we will then indicate the manner of
proceeding for the execution of the projections on each
plane. As the object here is the execution, we will sup-
pose the three planes united on the same plane surface.
The instruments to be employed are the rule and the
compasses. The joints or fittings called the segments, made
use of in other manufactures for tracing curves, are not
employed in carriage woodwork; they are replaced by
calibers, which name we shall  employ, as it is more gen-
148
THE   NEW   YORK    COACH-MAKER'S   MAGAZINE.
March,
erally used. In order to draw the curves, a sketch is first
made on the drawing; then they are copied by means of
transparent paper, in order to transfer them on to a slab
of wood, intended for the purpose of making the calibers ;
the calibers are then cut out with the saw, and they are
finished by "a molding plane.
The paper preferred for plans on a large scale is black
waxed paper, because the tracings generally made with
white chalk can be washed off by a damp
sponge. Whatever paper is used for plans
to working size, or for plans reduced to any
scale, should be perfectly stretched on a
plane surface. For this purpose, wet the
paper all over its surface with a damp
sponge, then secure it around the edges by
slips of wood, fastened down by nails at dis-
tances of every two or three inches apart;
or, if the drawings are small, the paper can
be gummed or secured by any other process.
Card board or bristol board, being too thick
for the water to penetrate equally, it is used
dry.
Small drawings are generally executed
| on a surface laying horizontally, or a little
jj inclined, as desks are commonly made ; but
3 to execute large plans it is preferable to
g work on a vertical surface, because it is ne-
| cessary in order to overlook the whole at a
| single glance, to view the draft from some
I? distance.
To begin, draw on the board an angle
,     composed of the bottom line, X Y, and an-
| .- other straight line, ZZ'Z".    The board is
J| divided by these two straight lines in the
way that line X Y determines the horizon-
tal and vertical plan, and that line ZZ'Z"
passes at one of the points j\ where the di-
•s mensions of the body are  usually given.
(J» Starting from these two lines all the other
I 2 dimensions are set down.
Commence first with the vertical projec-
3 tions and with the principal parts.    For a
| phaeton body proceed as follows : Carry the
K height of the box, which in  this instance
.- forms the main part of the body, from ZJ
II  to j'\ the bottom line of the body, being
parallel, and run through j' parallel to X Y,
—length being indefinite, we call it j' b';
I mark on this line the length of body from
j'to b1; the straight line thus obtained is
the lower projection of the body in eleva-
tion.
Next, indicate the depth of the round
seat, from j' to K', width of the front pillar
from j' to aJ; through point a7 carry line I'
d\ giving the projection of hind pillar; next
indicate height of round seat from m' to V,
height of pillar from Ao to h1; also the dis-
tance from j'to h'. Finally, show the re-
maining vertical projections, such as the
curve I j'n' of front pillar, lines Asunder
the footboard, the moldings, the round seat,
the footboard, and the straight lines O7K7
and b' c\ of which the first forms the inter-
section of the vertical plane and of the
middle of the round seat, and the other the projection of
the rear side of the body. The inclination of the straight
lines / d, 0' K' and b> c>, is governed by no other law than
the taste of the day. Draw also the projection x> y>
under the wheelhouse; but the projections -p> q> r's', can
only be determined after they correspond with the same
points of the horizontal plan. With the exception of the
projections of the wheelhouse all others can be given on
1870.
THE   NEW   YORK    COACH-MAKER'S    MAGAZINE.
149
the vertical plan, without the assistance of the two other
plans of projection. The projections of the vertical plan
(Q) furnish two dimensions of the body, length and height;
consequently we have yet to determine the dimensions of
the width. The body-maker begins with showing them
on the auxiliary plan (R) as follows : Through the principal
points of the body, such as V f, whereof the dimensions
are generally given, carry lines for operating upon, V lt,
j' j\ parallel to X Y. Mark on these lines on the auxil-
iary plan, commencing at Y^, the half widths of the
body, first half width of round seat, I" lx ov jl/ji according
to where the dimension is fixed, then half width of body
j1 Aj, f c%; carry from cy the distance cy tY an inch or so for
the projection of pillar from the body. Joining then
the points thus obtained through the straight lines jJ/ bx
bl cxi curve Zx j1 t1} and tracing the molding at the bottom
of round seat over j' jjy and also the widening 1 2 of
panel, there will be all the projections of the auxiliary
plan with the exception of the molding on top of round
seat, the projection of which can only be formed with ac-
curacy by the aid of the two other plans of projection.
The form of curve, lx jx tx, and the inclination of the
straight line, bx clf change according to the taste of the
day.
To construct the projections of the horizontal plan, it
is first necessary to lay down the dimensions of length and
width, as fixed on the two other plans of projection.
Commence with running down from all the points, h', n',
j', I', a1, bl, c1, d1, O', K; of plan Q, straight auxiliary lines,
h1 h, n'n,jJj, V I, a'a, b'b, c'c, d>'d, O> o, K1 k,perpen-
dicular to X Y, as sufficiently prolonged in plan P ; carry
on these lines, parting from X Y the corresponding widths,
as determined on plan R ; for instance, h1' A, from ho to h ;
P/Jl from Z/ to ;; V ^ from lo to I; j" bi from b0 to b1,
and from ao to a; f ca from c1 to c, and from d1 to d;
joining, then, by the straight lines h0 h, C c, bo b} b c, b a,
a d, t h, and by the curve I j n, the points so obtained, we
will have, on the horizontal plan, the projections already
laid out on the two other plans.
The four curves A,B, C, D, which give the projections
of the wheelhouse, are circles described from point E as
axis of the fifth-wheel of the front gearing, and of which
we will speak in the second part, treating of the cut-
under for the passage of the wheels. The intersections of
these curves and of the side of box, have their projections
on the horizontal plan, at points p, q, r, s. We obtain the
vertical projections by conducting through these points
auxiliary lines p p1, q q',r rJ, s s{ perpendicular to X Y.
The points p' q''W s; at their intersection with the lower
part of wheelhouse and bottom, give the same projec-
tions in elevation. Joining, also,p1 q', q''r\ r's', we find
the projection of the wheelhouse on the side of the body.
The projection of the lower part of the round seat has
also been stated on plan P by two of the points I, o, taken
on the outside of the upper molding; curve lu o is
shaped voluntarily, but the other, j v k, indicating the ex-
terior projection at the bottom of the round seat, is formed
out of the first, in the way which we will show in the
second part.             (To be continued.)
-----------------------------------¦ • ¦ * »------------------------------------
Effects of Competition.—A healthy competition is
waged by two opposition stage lines in Wisconsin. One
line carries for nothing and gives a dinner to each pas-
senger; the other carries for nothing and gives each pas-
senger a dinner and a pair of buckskin gloves.
A GOOD HACK.
(Concluded from page 134.)
A perfect cover hack should be able to walk nearly
five miles (toward home), trot at least twelve miles, and
gallop twenty miles, within the hour, with ease to himself
and comfort to his rider. But there are famous hacks that
only canter and gallop, and one of the best and handsomest
we ever knew could walk five miles and trot seventeen
miles an hour (like oil); but galloped like a camel, rolling
and laboring every yard. She was bred between a Welsh
pony and a thoroughbred horse.
Pace is essential, because those who ride cover hacks
are sure to be late and in a hurry ; but easy, elastic action,
—only to be found in well-shaped, well-bred animals,—
is equally essential, because you desire to arrive as fresh
as possible, after your bustle, to cover-side, and above all,
to enjoy the change from a tired hunler to a fresh hack,
and glide, as it were, towards home.
A perfect cover hack can jump pretty well, especially
stiff timber, creep through cramped places, and lead over
impossible places, and then he is quite equal to a dog with
harriers, or to carry your eldest hope to foxhounds.
The luxury of the age in horse flesh is the Park hack,
ridden daily for pleasure only, capable, if perfect, of do-
ing a long day's journey well; but that is not essential,
as he is seldom Required to go more than five or six hours
at a moderate pace. The true Park hack must be hand-
some in a picturesque point of view, which is quite dif-
ferent from the handsomeness of a hunter—as different
as the ideal form of Mars and Apollo—easy in every
motion and pace, full of courage, yet with the sweetest
temper, silky, elastic, graceful. Mares are admitted
among perfect hacks, and are often more beautiful, though
less to be depended on, than geldings. The latter are, all
other things being equal, preferred.
The statesman, the great lawyer, the surgeon of Euro-
pean reputation, the capitalist on whose signature miles of
railroads and acres of docks all over the world are con-
structed—the journalist, whose brains are to him both
capital and power—all the hard workers whose means
permit and tastes allow—all the army of pleasure-seekers
who work hard at amusement—all the gatherers and dis-
tributors of wealth may find in a perfect Park hack a
luxury, a rest, a healthy excitement, a pleasant fatigue, a
medium for grave or serious converse, for light, lively
gossip, for making love, for making friends, for patching
up quarrels, for selling bargains, or arranging political
combinations, which the old-fashioned squire, the provin-
cial manufacturer, and the turf man who never rides, and
who looks on horses as mere machines for betting on,
cannot understand, and therefore despise. A fine form
and elegant manners are indispensable in the Park hack.
A hunter may have a plain head and a rat tail, may be a
stumbling shag on the road, or a hard puller in the field,
but if he fence brilliantly, and can gallop, and live through
a first-class run in a first-class country, he will command a
long price, because all minor faults are forgiven in consid-
eration of his perfection in his trade.
The following sketch of the Park hack is from the pen
of one of the most fashionable dealers and finest horse-
men of Piccadilly:—The Park hack should have, with
perfection of graceful form, graceful action, an exquisite
mouth, and perfect manners. He must be intelligent;
and amongst horses, senseless brutes are legion, for with-
out intelligence, even with fine form and action, he never
150
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
March,
can be pleasant to ride. Thoroughbred is to be preferred;
and if not quite, as nearly thoroughbred as possible, of
any color except mealy or foul marked. White marks
often much improve, sometimes quite disfigure a horse.
The height may be usually taken at from fourteen hands to
fifteen hands two inches; but tall horsemen and women
look best on tall horses. That most thoroughbred hack,
Fire King, purchased fur the Emperor of the French, at
the Agricultural Hall, in May last, was full fifteen hands
three inches.
The head should be of the finest Arab type. The
neck well arched, but not too long. The shoulders, light
at the points, long, and grown well into the back. The
loins should be accurately arched, and the quarters level
and nicely rounded, not drooping toward the tail (like
many capital hunters, famous race-horses, and useful road
hacks). The mane and tail should be full, straight, with-
out the least suspicion of a curl, and every hair as soft as
silk, four clean, well-shaped, well-placed legs, the fetlocks
rather longer than would be chosen for a hunter, and from
such a form action may be confidently expected, pleasant
to the rider, and a pleasure for even the commonest ob-
server to follow.
The walk of a Park hack should be perfection—fast,
springy; the legs moving apparently independently of
the body without apparent exertion, with all certainty of
machinery, the head carried in its right place, the neck
bent, and the tail displaying a full flag gracefully keeping
time with the footfalls. From the walk he should be
able to bound into any pace, in perfectly balanced action,
that the rider may require.
Those who remember the warrior Marquis of Angle-
sea on his Pearl, will be able to realize this sketch. But
a survey of Rotten-row in the season will always present
some pictures of life and motion, fire, courage, and docil-
ity to which no painter could do perfect justice.
Perfection can only be obtained by fortunate and
wealthy purchasers who know how to choose, or who
allow those who do know to choose for them. Such
horses have been sold at four hundred and even five hun-
dred guineas.1 The ordinary price of a park hack may
range from eighty guineas to two hundred pounds.
Although more beautiful riding horses may be seen in
Hyde Park than in any other city in the world, there are
also more discreditable brutes to be seen there than else-
where. Besides screws of all kinds, the well-worn ci-
devants of riding-schools, immortalized by John Leech,
and the many useful animals whose owners neither deserve
nor desire observation, there are all the eccentricities of a
city of three millions of inhabitants. Every thing odd in
color, in shape, and in training ; huge men on ponies bend-
ing under their weight; little men on giraffes. The per-
fect horseman on the perfect hack, is jostled by the lout
with no qualification but the pluck of ignorance, on a star-
gazing wretch that has only received the rudiments of a
polite education.
" There should," observes the correspondent already
quoted, " be as much etiquette in riding in Rotten-row as
in the ball-room of a palace. That, however, is a part of
national education in which there is much room for im-
provement."
But the Londoners are not the only comic or dangerous
riders. Sometimes country gentlemen bring their stale
snaffle-bridle hunters, lumbering along terribly out of
place;   others indulge themselves in riding cross-made
animals of their own breeding, with no other merit. The
latest and most remarkable exhibition of wild horseman-
ship w.as not performed by an ambitious clerk, or an
amateur dealer intent on showing off a half-broken colt,
but by a young gentleman of fashion, the descendant of a
long line of hunting men, famous in a famous hunting
county. The fact is, as one of the greatest masters of
hounds and finest horsemen lately remarked, " In the field
a hard fellow who can stick on, and does not care for falls,
will often hold a place in the first flight; but for the Park,
the horse should be perfectly broken, and the rider should
understand those principles of horsemanship which, in
these fast days, are too much neglected in England. The
well-broken Park horse walks, trots, and canters, and
changes his leg in cantering on slight indications of hand
and leg. Too many hold their reins like a bunch of tapes,
and only use their legs to spur."
As to ladies' horses, a perfect Park hack is a lady's
horse, with the exception that a man does not look amiss
subduing a fiery animal, and by degrees bringing him
down to obedience. To use a horsey term, a good horse-
man may enter the Park with a fine-tempered horse, " a
little above himself"—not vicious. The rider with fine
hands endangers no one, if his fresh, higk-couraged horse
have a fine mouth; while the dullest brute with a leather
mouth may be at times most dangerous. Above all
things, in choosing a Park hack, avoid a nervous animal,
which, like an armed coward, is one of the most uncertain
of creatures, and, when mad with fright, loses even the
instinct of self-preservation. For the same reason, a
horse that shies from timidity or defective eyesight (many
horses shy from high spirit when not sufficiently exer-
cised) is as much to be avoided as a stumbler. In coun-
try riding, a horse has room to shy. On the other hand,
it is magnificent to see how sometimes a high-couraged
horse will positively enjoy and display himself at the
sound of shouts, hurrahs, musketry, or military music.
In the Life of Sir Fowell Buxton, it is mentioned that his
favorite horse, John Bull, stood in a grand attitude, when
surrounded by a mob who were hooting and hissing the
Prince Regent, excited but motionless, like a fine statue.
The Prince was so much delighted with the horse's be-
havior, that he sent to purchase him, but " John Bull
was not to be sold."
A word about the weight-carrying cobs, which in per-
fection are as scarce as any class it is possible to name.
Plenty of cart-bred brutes, with thick, hairy legs, heavy
shoulders, and round quarters, are to be found in the Park,
bestridden by stout gentlemen, whose ignorance it may
be presumed, gives them courage; plenty, too, that go
safely in very vulgar form, whose chief merit is their do-
cile stupidity. But the ideal cob to carry a millionaire,
is a stout body, short strong flat legs, with fine sloping
shoulders, and a thorough-bred head and neck. This cob
must walk admirably, with reins on his neck, nodding his
head, and must pace from Hyde Park to the Bank if
needed without slipping, sliding, or paying the slightest
attention to the most unexpected sights or sounds. A
very light mouth is, perhaps, not essential, as your welter-
weight generally hangs more or less on the bridle. He
must trot or canter well—trot for choice—smoothly, and
if fast, all the better; but a Park cob need not be fast, if
true in his paces. If, then, up to seventeen stone or up-
ward, of a good color (a lady may ride a piebald or a
cream, but a banker cannot), with suitable manners, he is
1870.
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
151
worth from one hundred to three hundred guineas, accord-
ing to merit and the pocket of the customer.
A young hack, however good, is easily spoiled by a
careless rider, just as ladies' horses are often spoiled for
want of regular exercise. Half the accidents that take
place occur from this cause. Good stud-grooms do not
consult my lady, but give Sultan or Fatima, full of blood
and full of corn, a full hour's exercise in the morning
early before the side-saddle is called for.
"So you have got the young Kingston horse back
again?"
" Why, you see, sir, the gentleman that gave me three
hundred for him took him down into the country, and
rode him about all the summer, with one hand and a
snaffle bridle; so I have to break him over again !"
Park riders, a last word. Don't forget your hands !—
All the Year Round.
OUR GRECIAN CARRIAGE MUSEUM.—V.
The next illustration is from an ancient Grecian vase,
representing the flight of Priam and ./Eneas from ancient
Troy, as described in the pages of Homer.
FLIGHT OF PRIAM FROM TROT.
Some of the painted Grecian vases, furnish interesting
studies for the carriage builder and literary scholar. In
Millinger's volume * we find an imperfect representation
of a car drawn by two horses, in which is seated a young
man dressed in a red tunic, going at full speed. The car
is hung very high, and probably was designed for racing
purposes ; the wheels are singularly constructed without
either hubs or spokes, instead of which are three bars one
much stronger than the others, placed diametrically and
perforated to admit the extremity of the axle-tree, and is
crossed at right angles by the other two bars, the horses
have neither reins nor harness, but are yoked to the car
like oxen. Instead of bridle they have head-stalls, prob-
ably intended to keep them close together ; their collars
support the yoke, which is a transom-bar fitted to the
* Fainted Greek vases from collections in various countries, principally in
Great Britain, illustrated and explained by James Mullingen. London, 1822. This
vase was discovered with others by M. Burgen, in 1818, near Athens, on the road
leading to Thebes.
extremity of the pole ; the driver is seated, contrary to
the general custom in racing. Instead of reins, he holds
a long wand over the heads of the horses, bent at the ex-
tremity like a shepherd's crook,* such as is used in Italy
and other countries at the present day, for driving oxen.
At the end of the crook, two objects apparently of metal
are shown, which by producing a noise were intended to
animate the horses in the same manner as bells have since
been used, f In the other hand of the driver is a goad,
and a red spot on the flanks of the horses, is doubtless
shown to mark its effects. This mode of driving horses
is said to have been taken from the Lybians, and other
African nations. Even in later times the Numidian
cavalry would never adopt the use of bridles, but drove
their horses by a goad and the voice.
The subject of the painting in all probability alludes
to the chariot races, which took place at the Panathenaic
games in honor of Minerva, where they held the highest
rank among the various contests, and entitled the victor
to the greatest honor. Other motives may have concurred
in the choice of this subject on a monument in honor of
this goddess.
GEOMETRICAL EXERCISE.
BY P. B. J.
The introduction of geometrical exercise into your
excellent Magazine will have a greater tendency to excite
a thirst amongst my brother craftsmen for philosophical
instruction, than any other scheme you could possibly
devise, and particularly so if such is treated in a form
suited to the capacity of those for whom they are in-
tended. Although the generality of mechanics are dis-
pleased with the sight of a geometrical theorem (from
experience I know this to be true), yet, if moderately
persisted in, the plan will ultimately prove successful, for
truth is mighty, and must prevail, and, however, rude and
savage men may be, yet they are always open to reason
and common sense, if left to think for themselves. Cer-
tainly no study can be better calculated to awaken the
dormant qualities of the mind, than geometry : it will
force them into action. I, therefore, send you herewith
another exercise, which you may, perhaps, think worthy
of a place in The New York Coach-maker's Magazine,
and, if acceptable, will furnish more hereafter.
By the help of a mitre square, and a pair of com-
passes, to square the end of a plank :—Let A, B, C, D
be a board of which we wish to make the end square at
D, B. Having made the edge A B perfectly straight, as-
sume any point (B, for instance) from which we are re-
quired to cut the end square, open the compasses any
* See an Account of Eustathius in Homer's Iliad, v. 846.
+ Herodotus, B. IV. ch. 189.
152
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
March,
distance less than the width of the board, and draw the
portion of a circle, as E F, next apply the mitre square
to the point E, as shown in the figure, and its edge will
cut the circle in E F. If, now, from the point F we draw
F B, it will be square to A B, for, by the definition of a
mitre, the angle F E B is equal to 45 degrees, and, as
F B is equal to E B, the angle E F B is also equal to 45
degrees; hence the two angles F E B, and E F B, being
together equal to 90 degrees, the other angle, E B F,
is equal to 90 degrees, or square to the line A B.
Note.—By this problem we may ascertain the ac-
curacy of a square by means of the mitre bevil, or the
truth of the mitre bevil by means of the square, and thus,
when either of the tools are not at hand, we may find a
substitute for the one in the other.
en lustrations tit t\t
BRETT  PHAETON.
Illustrated on Plate XXXVII.
This drawing is original, designed expressly for this
Magazine, by one of our own artists. It will make a splendid
open carriage for either the park or the summer watering-
place, being both open and airy—two essential requisites
in a pleasure carriage. In this design is embodied every
new point in the fashions, or improvement in construction
suggested by experience and progress in art. The body
is a paneled one, the extra moldings in the center, both
lateral and vertical, being glued on. We call especial at-
tention to the position of the dickey-seat, the same being
arranged with a view to lightness in appearance and con-
formably to the latest French fashions. Width across
the back seat (in the clear), 50 inches; axles, \\ inches;
wheels, 3 feet 10 inches, and 4 feet high; hubs, 4£ by 7
inches; spokes, \\ inches; rims, \\ deep; tire, T£F by \\.
Painting.—Black, a broad stripe in blue, with two
narrow ones on it, in white, near the edges.
Trimmings.—Blue broadcloth.
Workman's price for building the body, $75 ; manu-
facturer's charge for the carriage, well finished, $1,400.
Charges for repairing the different parts, about the same
as for the Park Phaeton, printed on page 104, of this
volume.
ROAD   PHAETON.
Illustrated on Plate XXXVIII.
We think this is a very pretty design for a light road
phaeton, beautifully modeled, and, if properly constructed,
will answer the expectations of any moderate customer's
desire. Its cheapness, as well as neatness, recommends it
to public favor as a summer carriage for exercise in the
open air, in fine weather. The " cut-under"—in this case
small—could easily be enlarged without detriment to the
design. Width of body across the back seat, in the clear,
48 inches; axles, 1  inch; wheels, 3 feet 8 inches, and 4
feet 1 inch high; hubs, 3£ by 6£ inches; spokes, 1 inch;
rims 1^ inches; steel tires, \ by 1 inch.
Painting.—Brown ; under carriage, yellow, striped
black.
Trimming.—Blue-black broadcloth.
Workman's charges for making body, $40; price of
finished carriage, $550 to $600.
New York Charges for Repairing—Woodwork.—
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, $9; yoke,
$7.50; fifth-wheel bed, $2.50. Iron Work.—New tires
and bolts, $18; tire-bolts, 25 cents each; carriage-bolts,
50 cents each; new elliptic spring, $16; new fifth-wheel,
$5 ; resetting axles, $6. Trimming.—Leathering shafts,
$6; recovering dash, $12; new apron (rubber cloth), $10 ;
whip-socket and fixtures, $3. Painting.—Touching up
and varnishing, $45; repainting, &c, $90.
SHIFTING-TOP   SCROLL   COAL-BOX   BUGGY.
Illustrated on Plate XXXIX.
Our patrons have in this design a very pretty thing,
in our judgment one of the best we have ever published,
it being both light and graceful. The scroll-work ought
to be raised molding, painted in different color from the
body, but not too gaudy. Width of seat, 38 inches;
axles, £ inch; wheels, 3 feet 11 inches, and 4 feet 2 inohes ;
hubs, 3^ inches; spokes, £ inch; rims, 1^ inches; steel
tires, \pg by 1 inch.
Painting.—Body and carriage, black; stripe under-car-
riage three fine lines red.
Trimming.—Blue-black broadcloth, edged with patent
leather, and ornamented, in front of cushions and falls,
with raised figures underneath the cloth facings.
Work on body (by the piece), $18 ; carriage part, $8 ;
wheels, $10; shafts, $3.50; spring-bars, $3.* Price of
buggy, $465.
Repairing will cost the same prices as given in detail
for the " Nonpariel Top Buggy," on Plate XXVIII in this
volume.
DROP-FRONT   PONY   PHAETON.
Illustrated on Plate XL.
This original design for a pony phaeton is different
from any hitherto presented to the public, being modeled
very much after the buggy pattern. The inside of the
rockers will require an iron plate to make it sufficiently
strong to stand the wear and tear of use; but judgment
should be exercised that it be neither too light for prac.
tical service, nor too heavy for the lightness of the vehi-
cle—but just the thing necessary.    The lateral line drawn
• Note.—The price for making spring-bars, as reported last month, is erroneous.
The correct price Is given in this number.
1870.
THE   NEW   YORK    COACH-MAKER'S    MAGAZINE.
153
through the middle of the side panel represents a raised
molding. Width on body, 40 inches ; axles, § inch ;
wheels, 2 feet 10 inches and 3 feet 4 inches ; hubs, 3^
inches ; spokes, finch ; rims, 1 inch ; tires (steel), T\ by
£ inch.
rWorkman's price for building the body, $20; car-
riage part, $8; wheels, $10 ; shafts, $3.50 ; spring bars,
plain, $2; carved, $3. Price of finished phaeton, $475
to $500.
PONY   PHAETON   WITH   RUMBLE.
Illustrated on Plate XL.
This and the accompanying design, both on the same
plate, are published for the especial benefit of such as
will be receiving orders for carriages suited to summer
watering-places this spring, in the hope that they will be
well received. The pillar—a sham one—is formed by
attaching the molding to the side of the worked-out solid
quarter, as shown on the design. The " rumble," al-
though " an old institution " in Europe, is comparatively
a novelty with us in this country. Axles, 1 inch;
wheels, 2 feet 11 inches and 3 feet 8 inches; hubs, 3^-
inches; spokes, 1 inch; rims, \\ inches; tires (steel), T3g-
by 1 inch.
Workman's charge for making the body, $25; for
making the rumble (always a separate affair), $7 addi-
tional.    Manufacturer's price for phaeton, $500.
Painting.—We decline giving instructions in these
two last cases, because taste varies in this respect when
applied to pony phaetons, probably more than any other
carriage. In most instances a showy color is used, for
which the only reason we can offer is that the customers
who use this class of carriages, are themselves of the gayer
kind of people.
Trimmings.—Corduroy or broad cloth, drab colors.
Charges for Repairing.— Wood-work : New wheels,
$18; hub, $5; spoke, 75 cents; new rimming, $16;
shaft-bar, $2; spring bar, $2; axle-bed, $4; perch, $6;
head-block, $3. Iron-work: Resetting tires, $8 ; new
tires and bolts, $18; tire-bolts, each, 25 cents; carriage-
bolts, each, 30 cents; fifth wheel, $5; resetting axles,
each, $3 ; when only one arm is set, $2. Painting: Re-
painting, $65 ; touching up and varnishing, $30. Trim-
ming : Recovering dash, $14; leathering shafts, $7;
new apron (rubber cloth), $10; whip socket and fasten-
ings, $3.
Special Notice.—We shall give a rich collection of
original designs in the April number of this Magazine,
consisting of an elegant landau, mounted on elliptic and
C-springs; a rockaway, with the front seat to turn out;
a standing top piano-box buggy ; a coal-box road buggy ;
and a simple piano-box of an entirely new design, five in
all, giving the spring fashions and making the number one
of'the most valuable yet published. This number can be
had separately for 50 cents.
Vol. XL—30             ___________________
 from \\z
THE CORRECT LENGTH OF AXLES AND
AXLE BEDS.
BY P. B. J.
Our particular attention has been directed to the
subject which forms the caption of this article, and for
the good of the public, we feel it our duty to give super-
intendents and blacksmiths a lecture on the setting of
axles, and obtaining the correct length of these and their
axle beds. Of all the defects which the inventive genius
of the last half of the nineteenth century has still left to
mar the beauty and perfection of carriage work, this
stands forth the most prominent. It seems, that in the
stretch for new and wonderful things, the mass of me-
chanics are prone to overlook the commonest principles
connected with old usages, when, perhaps, a proper at-
tention paid to reducing to a system, and properly execut-
ing the old, would render the introduction of the newer
and cruder styles far more profitable. How to give an
axle proper set, is a question that has to do with the
beauty and durability of all its parts more than any other,
yet it is a common practice among many, to utterly dis-
regard every principle of utility and common sense in
the setting of an axle. It is rather surprising to note the
diversity of opinions in regard to the length of axle beds.
There are many old, gray headed men among us, who
seem to be totally ignorant of the most simple mechani-
cal rules, which can be geometrically applied to properly
obtaining the desired results. Many are perplexed in
this task, for the want of knowing how long to make an
axle-bed, in order to get any desired width of track, and,
at the same time, to have the axle set as. it should be—
properly.
Now, I have seen and heard old blacksmiths, who
have become gray in the service, say to the wood work-
man, " Cut off my axle beds for me four feet two inches"
intending it for a four feet eight track, not knowing the
length of the hub or dish of the wheel. They even go
so far as to iron the carriage part, with the pole and
shafts—the setting of the tire being of the last considera-
tion. Is this mode not erroneous ? / know it is, even
if it is done by one of Fred. Wood's best smiths. I
take into consideration the swing and dish of my wheels
(a desideratum completely ignored by those who cut off
their axle beds by guess), which I consider of more im-
portance than any other in setting an axle. What I mean
by swing is, the difference between the width of the top
and bottom of the wheels, when resting on the ground.
There is another fact in connection with this subject, and
that is, the lower the wheels are, the less will be the
swing; and the longer the axle bed must be. I consider
the swing affects the track, and by it, and the dish of the
wheel, I am governed in the length of my axle, and if
this part of the operation is neglected, it is a matter of
chance whether the wheels be parallel, or even track right.
The beauty of a carriage is not altogether in the style
of the draft, nor in the finish of the painting or trimming,
nor does its durability depend upon these alone. If
buyers would look more to the construction of wheels
and modes of setting axles, there would not be so much
dissatisfaction with those on whom the craft depend for
154
THE   NEW    YORK    COACH-MAKER'S    MAGAZINE.
March,
patronage. I think the wheels and axles constitute the
most important part of a carriage, and where the wheels,
axles, and springs are good, I have not the least doubt
that the carriage will give entire satisfaction, both to the
buyer and seller; whereas, if they are not good, it injures
the maker's reputation, and is a source of expense and
vexation to the person who uses it.
Some mechanics seem to think that a straight wheel
is a desideratum to be obtained. The primary cause,
doubtless, of the earlier wheelwright in giving his wheel
the excessive dish he was accustomed to, was to provide
against casualties from deep ruts, but it has been left to
the more modern coachmaker, to discover that the spokes
of no-dished wheels have a trembling motion imparted to
them by driving over rough roads, which, if they do not
actually " work," yet, they will present all the appear-
ances of being " gone," by cracking the paint about the
shoulders of the spokes, so that the probabilities are,
that a customer becomes terrified, and will leave you for-
ever, having no confidence in your reputation, and dream-
ing all the while that his wagon is liable to break down
at any moment, unless he is furnished with a new set of
wheels. We are glad to note that some of our best
manufacturers having, by experience, seen the fallacy of
straight wheels, have gone back to the old land-marks,
and are now dishing their wheels from three-eighths to
three-quarters of an inch. I find that wheels to wear
well, should dish a little, say, from one-quarter to half
an inch, measuring from a straight line across the front
of the wheel to the front of the spoke ; but you will fre-
quently find in wheels that are well made some difference
after the tire is put on, and if the dish is too much, re-
move the tire before the spokes are sprung beyond re-
covery.
(To be continued.)
Iron and Steel for Carriage-makers.—The atten-
tion of our readers is directed to the advertisement of our
friend, M. W. Dean, who makes it his special business to
keep on hand a full supply of such stock in iron and steel
as carriage-makers require. He furnishes as references
some of our best carriage-builders.
fatul
THE PRIMITIVE COLORS.
The accompanying illustrations are so disposed as to
show how the three
primitives can give the
seven colors. Thereby
red, blue, and yellow,
will produce green, or-
ange, and purple, which
are shown in the first
diagram of three equi-
lateral triangles. In
the second diagram, the
tints introduced are
green, orange, and pur-
ple, with a black center
as before (black, as
well   as   white,   being
considered no color).    These three, by mixture of two
together, produce
brown, olive, and slate
tints, which are ex-
plained by circumscrib-
ing the diagram with
circles and subdivisions,
and passing the colors
gradually around one
into the other, till, in
each intermediate divi-
sion, between any two
principal colors, the de-
clared production is
certainly found. This
method certainly shows
the practitioner how to make the tint he may require.
Diagram, Fig. 2, might be drawn at one stroke of the
pencil upon the wall of the shop, as a guide to the young
beginner.                                            Badger Brush.
VEGETABLE OILS USED IN PAINTING.
There are two kinds of oils found in plants, called re-
spectively, volatile or essential oils, and fixed oils. The
former are those of which essences and extracts are made,
and are called volatile, because when exposed to the air
they will, like ether or alcohol, entirely evaporate. The
fixed oils, on the contrary, will not evaporate, hence their
name. The latter are divided into two classes, unctuous
or greasy oils, and siccative or drying oils. The drying
oils are of great value in the arts, their principal applica-
tion being in the art of painting. ^.They are the vehicles
for the distribution of colors over the surfaces of mate-
rials which it is desirable to ornament, or to protect from
the chemical action of external substances. Thus used
they perform a twofold office, as beside enabling the colors
to be uniformly spread upon any surface, they form of
themselves a protective coat, owing to their siccative pro-
perties.
The sources of the siccative oils are numerous. They
exist in the seeds of the order of plants, called by botan-
ists Linacese, commonly known as the flaxes. Of these a
species is grown in the East Indies, and large quantities of
the seed are imported to this country from that source.
The plant is also largely cultivated in Ireland, Holland,
America, and other places, not only for its fiber, but the
seed. The oil obtained from flaxseed, commonly known
as linseed oil, is an important and valuable article of com-
merce, and is sold in two states, called raw and boiled.
Beside the flaxes, numerous other plants produce seeds
containing siccative oils. Of these the hemp, poppy, sun-
flower, and many nut-bearing trees may be mentioned.
Indeed good nut-oil,according to some authorities, possesses
the siccative property to a greater extent than any other.
The fixed vegetable oils are either cold or hot ex-
pressed. The former are the best oils, but the latter are
much used, as a better yield can be obtained by the use
of heat, and consequently they are cheaper; while if too
high a degree of heat is not used, their quality is not very
seriously impaired.
In extracting these oils, the seeds are ground under
heavy stone rollers, revolving upon an axis which passes
through an upright shaft. As the outside of the rollers
must travel faster than the sides nearer the upright shaft,
1870.
THE   NEW   YORK    COACH-MAKER'S    MAGAZINE.
155
a rubbing as well as crushing effect is obtained. The
meal thus produced is subjected to enormous pressure,
and the oil is squeezed out. This is the raw oil of com-
merce. The siccative property of this oil, as of all other
drying oils, depends upon the effects of oxygen upon it.
When exposed to the air, it absorbs oxygen and becomes
resinous in its character. This is drying in one sense, but
not,.as is often supposed, drying by evaporation. The
latter takes place when any substance parts with its liquid
portions, or that which holds its solid ingredients in solu-
tion. Oils, on the contrary, dry by absorbing oxygen and
combining with it to form resinous substances nearly allied
to the well-known resin obtained from pine. Cold solidi-
fies linseed oil, and most other drying oils. They there-
fore spread better in a warm temperature. The siccative
property of linseed oil is increased by heating it with
litharge. It was formerly thought that the increased dry-
ing property of linseed oil, when heated with litharge, de-
pended solely upon its combination with the oxygen con-
tained in that substance, and it would dry quicker when
exposed to atmospheric action. But, according to Liebeg,
the principal use of the lead oxide is to precipitate the
mucilaginous and albuminous matters contained in oils,
which, when present, interfere with the action of oxygen.
Linseed oil is used not only in painting, but in the
manufacture of printers' ink, varnishes, oilcloths, etc.
When adulterated with fish oil, the presence of the latter
may be detected by rubbing a small quantity in the palm
of the hand ; the smell of the fish oil can then be detected.
It is also used in the manufacture of linoleum, which is a
combination of the oxidized oil with resinous gums and
other substances, possessing the appearance and many
properties of India rubber. This substance can be vul-
canized like rubber, and is applicable to very many pur-
poses in the arts.
Many painters suppose that it is necessary to use " dry-
ers " in paint, as litharge, dissolved usually in linseed oil
by the aid of heat. It has, however, been demonstrated
by Chevreul, that these substances are not essential to make
paint dry.    He performed the following experiments :
Four oak strips were painted, each on one side, with a
paint composed of white lead and linseed oil, and on the
other side with a paint composed of white zinc and linseed
oil. The strip No. 1 was exposed to the air to dry; No.
2 was put into a bottle of the capacity of two liters (3.52
pints) and closed; No. 3 was put into a similar bottle,
containing dry oxygen gas; No. 4 was put into a similar
bottle, containing dry carbonic acid gas. The results as
to drying were examined after twenty-four hours, and
again after seventy-two hours.
After twenty-four hours the lead paint on No. 1 was
almost dry; the zinc paint had set, but was not dry. On
No. 2 the lead paint was almost dry ; the zinc paint had
set, but was not dry. On No. 3 both the lead and the
zinc paints were perfectly dry. On No. 4 both paints
were still wet and fresh, and had undergone no change.
After seventy-two hours the paints on Nos. 1 and 2
were perfectly dry. The lead paint on No. 4 had almost
set, but it had no adhesion to the wood, and could be
easily removed by friction; the zinc paint had undergone
no change, but stuck to the finger like fresh paint.
These paints contained none of the so-called dryers,
yet when they came in contact with free oxygen, they
dried perfectly. But while it is thus shown that dryers
are not absolutely essential, it is none the less true that
their use greatly facilitates the setting and drying of paint,
a very desirable thing under many circumstances.
Any admixture of nondrying, or unctuous oils, in the
oils used for painting, renders them " tacky" when spread
upon any surface. A good test of their presence is, there-
fore, their behavior in this respect when their layers are
exposed to the atmosphere or oxygen in a closed vessel.
It is the affinity which such oils possess for oxygen
that renders them liable to take fire spontaneously when
spread over the fibers of wool or cotton waste, by the
heat resulting from the slow combustion which takes place
under such circumstances. Even animal oils similarly
treated, are liable to spontaneous combustion.—Scientific
American.
Crimmiitg
DESIGN  FOR  CARRIAGE STEP.
This design, from a correspondent, we consider a very
pretty thing, and, when well made, must prove very strong
and durable, made additionally so by the extra stay at
the backside of the step. The trimming likewise, a pat-
tern of which is sfcown in the engraving, is deserving of
notice.
GENERAL OBSERVATIONS ON TRIMMING.
In writing an article on trimming, it is impossible to
give directions, where these £an only be acquired by
practice, judgment, and good taste, more particularly on
what we class as heavy work. There are so many sizes
and variations that every one of them require a little
deviation in working to suit that particular style of car-
riage. There are many men that will trim a heavy
coach, a small coupe, a landau, or a clarence, all in the
same style, without any regard as to the shape, size, and
appearance, and thereby spoil the whole design. All
trimmers know that most draughtsman have but very
little regard to the inside of a body for the convenience
of lining, and it is of no use to say any thing about it;
but they are left to use their best judgment in overcom-
ing the projecting ends of rockers and rocker-plates, long
bolts, and many other things that seem like impossibili-
ties when he commences his job, and finish in decent
shape, for which he gets but very little credit when done.
This will all change in time, for bosses are beginning to
learn that finish in trimming is of some consequence.
In conversing with some builders, located out of the
city, they claim that they could compete with city-made
156
THE   NEW   YORK    COACH-MAKER'S   MAGAZINE.
March,
work if they could get their trimming done as neatly,
which they can certainly do should they be willing to pay
for it. I have lately seen some small coupes on Broad-
way, with lining in them heavy enough for a close coach,
which makes them look crowded and dumpy. Another
great mistake is, in putting some new style of trimming
in all carriages without any regard to its adaptation or
fitness, either for the goods used in lining, or the size of the
job. For instance, by making up a satin lining in squares,
you loose that nice, rich shade it will have, if made in
diamonds of about three and a half inches wide by six
in length. Don't be too particular about working up the
ends of the points in satin goods, as a little falling in
helps to throw out the shade and luster. In using cloth,
squares not only look the best but work much easier.
I have noticed lately several jobs where wooden frames
have been used in place of dickey-seat cushions, covered
with cloth. I don't object to the cloth, for that will help
the trade if people will buy them, for they will soon want
renewing. As for the frames, I inquired of an English
coachman how he liked them, he says, " Not at all ; I
haven't used it above a fortnight, and now it is all caved
in ; there is nothing loike leather."
dftitor'a iKttark-hmjj.
THE TRIALS OF BUSINESS LIFE.
All men in business life have more or less ups and
downs in the voyage, but we have sometimes thought that
carriage-builders have had to encounter more than their
proportionate share of perplexities. The poor fellow
cannot, like the cabinet-maker, rely upon glue to cover up
and remedy defective framings; nor, like the carpenter,
trust to wedges to hide his faulty joints, but must depend
upon careful workmanship, seconded b^ the choicest kinds
of timber, if he would entertain the least hope of ever
getting even a passable reputation for making good work.
Then, in addition to good workmanship and* timber, this
last must be something more than seasoned, or else it
will shrink when exposed to the elements; and his iron
and steel must be of the* best—and this is often poor
enough, when submitted to straining, for, when soft it
wears, and when hard it breaks; and his paints must be
the purest and richest, or else they peel off and fade; and
his cloths must be fine, as well as " fast colors," to satisfy,
—and what shall we say of his varnish 1 We cannot say
much in favor of some that is sold, especially when it is
offered " petter ish good," and so we refrain.
But this is not the whole story, for, after he has done
his best to have every thing made just right, and has
sold his carriage—may be at a small profit, more often
not any—and begins to flatter himself with hopes of sue
cess, up drives a customer, his eyes flashing fire, his
mouth filled with curses, declaring that he has been
cheated, and that the carriage sold him is not worth a
straw, which, if not calculated to try the patience, yet
seldom fails in startling the poor fellow from his dreamy
quietness into serious realities. Well, you ask, what is
the matter now ? " The matter," re-echoes the maddened
customer—" the matter, see here's a bolt broke a'ready,
which came near costing me my life." And is this all,
you cooly inquire. " This all, why I think it is enough
to condemn the whole carriage "—and so it is in the
minds of more than half of our customers, simply, be-
cause they will never make reasonable allowance in any
cases of this kind.
We see here that a single bolt has fanned a flame,
when, perhaps, this same bolt has been bought and paid
for, as " the best Philadelphia," by the unfortunate builder,
in the hope of having it perfect. And then again an axle
breaks—perhaps one of "Saunders Improved," as we
once had—before it has run two weeks, and then what an
outcry ! Should the carriage not yet be paid for, then
the prospects of ever being paid at all are painfully les-
sened. We might go on and lengthen this article beyond
endurance, in recounting the trials and perplexities invari-
ably incident to the business of a carriage builder, whose
occupation requires a great outlay of money, and gives
him but small returns, affording him only the poor paying
consolation—that he is contributing to the comforts and
pleasures of others.
THE TYRANNY OF LABOR.
In the outcry which unprincipled demagogues have
instituted against the tyranny of capitalists, both through
the public press and before popular assemblages of working-
men, the fact that labor itself is often tyrannical—when
it has the power—seems to have been wholly ignored.
This is sometimes illustrated in its action toward em-
ployers ; but still more frequently against the personal
interests of the laborer himself.- Let us look at this
matter in the light of reason.
Suppose an employee, after having made a bargain
with an employer, satisfactory on both sides, goes to
work, the first question put to him by his shop-mates will
be, " Do you belong to our union ?" Should he answer
affirmatively, his " card " will be demanded, and he ex-
pected to " toe the mark " to the very letter. If no, then
he will be told, " We do not allow ' scabs '—non-union
men—to work in this shop, and you must pack up and
leave immediately, unless you agree to join us the first
opportunity." If the new hand has any heart in him, he,
in such a case, demurs at such an infringment upon his
" vested rights " as a free man of a free country, and
immediately looks around for aid. He naturally goes to
the foreman for protection; but that worthy, having the
fear of his tyrannical underlings before his eyes, coolly
informs the applicant that this is a matter in which he
cannot interfere. As a last resort, the poor fellow con-
sults " the boss ;" but he, too, frankly confesses that he is
1870.
THE   NEW    YORK    COACH-MAKER'S    MAGAZINE.
157
altogether under the control of his workmen, and so, in the
end, he is summarily driven away—to starve, if need be !
Now, can this be called a land of freedom, when
irresponsible men are suffered to have their own way, and
drive a poor laborer away from his work-bench, unless he
fixes the price of his labor so as to conform to prices fixed
by a conclave of tyrants 1 And these oppressors, too,
chiefly foreigners ground out of Europe by the heel of
despotism, who, coming here, set up as rulers and tyrants
over such as are to the manor born. We boast of free-
dom in thought and speech, why should a man, willing to
work rather than starve, be prevented from so doing ? Is
not such action the worst kind of tyranny, against which
man's entire nature protests 1
With such illustrations of " labor reform " before our
eyes, it is cheering to find that occasionally these bad
masters are checkmated. We offer a case in point. Some
weeks since the operatives in the shops along the line of
the Erie Railroad undertook to dictate terms to the
managers, and because they were not complied with,
struck in a body, and organized themselves into a com-
mittee, whose business it was to prevent others willing to
fill the places made vacant by their action from going to
work, until such time as the railroad directors should
succumb to their wishes.
But how did these tyrannical directors act in this
emergency 1 Why, they went to work and filled the
places of the strikers with " scabs " at once, and left the
machinery to adjust itself, while the union men amused
themselves in " corner groceries " through the day, and
•then at night finished by pelting the " scabs " with stones
on their way home from the workshops in Jersey City.
This being done in New Jersey, where law has some
power, these offending individuals soon found themselves
in jail.
After several weeks lost in regulating capital without
success, the strikers had to give in, and were but too glad
to ask to be reinstated in the positions originally held,
but without success. Finding their own entreaties vain,
they next waited on some of the municipal officers,
through whose influence they hoped to be more success-
ful. But Mr. Gould, who acted on this occasion for the
railroad, still refused to take one of them back, and
closed the conference by hinting that the board of directors
had under consideration the removal of all the workshops
from the city, which would thereby create a monthly loss
of about $70,000 to the place.
When it is remembered that the movement of the
ship carpenters in New York city, a few years ago, ruined
the trade there entirely, and drove it elsewhere, we think
the most skeptical must concede that combinations, having
for their object the inflation of wages above that fixed by
the laws of trade, are not only tyrannical as applied to
individuals, but also when applied to communities.
PUBLISHERS' NOTICES.
Last January we announced a new work in prepara-
tion for publication, entitled the " World on Wheels,"
at the same time calling for names of subscribers, such as
wish a copy, that we may add them to our list. We do
not ask for money until the work is delivered ; nor then,
if the book should not please, or prove satisfactory. As
we then announced, the subject matter will be the " car-
riages and customs " of the Egyptians, Persians, Gre-
cians, Romans, Italians, French, English, and American,
from ancient times to the present, profusely illustrated
with engravings of the vehicles described in chronological
order, and interspersed with anecdotes, war proceedings,
forms of worship, wedding and funeral ceremonies, <fec,
all connected with the usages of carriages in ancient
times. Since we intend to make this an authentic book
of reference, as well as an interesting volume for all
classes, especially the carriage-maker, we hope to have
the pleasure of still adding to our already respectable
number of names as the work progresses. We design to
publish it in one handsomely bound royal octavo volume
of six or seven hundred pages, printed in the. best style of
art.
The charts Nos. 5, 6* and 7, offered at a reduction in
price—50 cents each—for a few weeks, are selling off
finely ; but having printed off a large edition of each, we
are still able to supply copies to others who may wish
to have them. All the charts hitherto published by us,
from No. 1 to 5, inclusive, have been sold off long ago.
This will account for our inability to supply those corre-
spondents who have sent for them heretofore. Send on
your orders, with the cash inclosed—only 50 cents a
COpy—at once by mail. Only such as have tried the ex-
periment have any idea of the value of such auxiliaries
as charts in obtaining orders for new work. The three
we have on hand, although the carriages all differ, are
each uniform in size, containing about eighty designs for
buggies, and other fashionable vehicles of almost every
kind. You can find nothing cheaper; better, or more ap-
propriate, as pictures for the office, than these charts.
Try them.
In reference to back volumes, we have to say that we
can still supply orders for complete sets (eleven volumes)
—either bound or in numbers, these last lacking the
January number, to complete volume seven—at the
prices published in our catalogue, which, having been
electrotyped two years since, is now incomplete. This
we intend to correct at the close of the present volume,
and make more complete. The volumes of this work are
all of uniform size, which cannot be said of any similar
publication of like nature, and the matter possesses an
interest not likely to die with the month in which it is
published, being not only practical but much of it histor-
ically interesting.
158
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
March,
GOAT TEAMS FOR THE CHILDREN.
Frequenters of the Central Park, during our un-
usually summer-like winter, will have noticed the dashing
miniature turnout, usually standing at one end or the
other of the grand walk running from the lake to a point
near the entrance from the Fifth avenue, attended by a
fine looking "darkey," in full livery, waiting to receive
the patronage of Young America, seconded by the con-
sent and assent of doting mothers, at the charge of fifteen
cents per capita, for the round trip. This phaeton, al-
though a small affair with three seats carrying six persons
—one of which is the dickey seat—is drawn by two
trained spotless white goats, decked out with showy har-
ness and ribbons, and is the pioneer of four or five others
to be put on the line in the spring, when the proprietor
expects to have a run of custom, and secure "a pile" as
the reward of his enterprise. Thus far, although this
single phaeton was put on late in the season, we under-
stand the enterprise has fully met the expectations of the
projector, notwithstanding the outfit cost about $700.
LITERARY NOTICES.
We are in receipt of The European Mail, a weekly
publication issued in London, for dispatch by the mail
steamer, containing a full and complete summary of home
and foreign news for the United States, Canadian Dominion,
Newfoundland, Prince Edward Island, Bermuda, Cuba,
Honduras, British Columbia, Vancouver Island, and the
Sandwich Islands. The contents of the number for Janu-
ary 13, are classed as follows: Accidents, Art and Science,
Commercial Summary, Court, Criminal, Emigration, For-
eign and Colonial, General Summary, Ireland, Latest In-
telligence, Legal, Market Reports, Mercantile, Miscella-
neous, Obituary, Political, Prices Current, Religious, Scot-
land, Shipping, Special Notices, Stocks and Shares, Wales,
and Wills and Bequests. From this, the reader will
gather some idea of how wide a field of information this
publication covers. The weekly numbers amount to 32
pages, including the cover, and sometimes, a literary sup-
plement of 16 pages gratis, as in this instance, is given ;
the whole for 13s. per annum, exclusive of postage, which
to the United States is only 4s. 4d., or in all 17s. 4d.
The pages, in type 6 by 10 inches, make a suitable volume
for binding, two of which in a year, will make a respect-
able library of itself, and an invaluable history of passing
events in the old world.
EDITORIAL CHIPS AND SHAVINGS.
Milford, Conn., Carriage FactorY.-r-The editor of
the Bridgeport Standard, says : We spent an hour very
pleasantly, on Saturday morning, in visiting the carriage
manufactory of Messrs. Beecher & Miles. We were
kindly shown through the various apartments and the dif-
ferent styles of works explained to us. We find that not-
withstanding the dullness in trade they employ their full
force of hands, numbering about forty men. This con-
cern built in the year 1869 about nine hundred vehicles,
ranging in price from $100 to $300 each, consisting of
pony phaetons, queen phaetons, patent side-seat buggies,
family wagons, coal-box and piano buggies, both with end
and side-springs. We must make special mention of
their patent slide-seat buggy, which, though but a buggy,
is capable of carrying four persons with ease. For the
above arrangement they drew at the New England Fair
a premium and a diploma; also a premium at the last
Milford and Orange Agricultural Fair. We noticed the
same principal applied to some sleighs they were getting
up. We observed that they were using Graham's Patent
Iron Seat quite extensively. Beecher & Miles warrant
their work and promise to make good in money to the
purchasers any defect. They claim to build the best
buggy for the money of any concern in the United
States.
Baulky Horses.—Various methods have been de-
vised to cure baulky horses. The latest comes from
Maine, as follows :—" Let me inform humane men and
hostlers, and all who hold the reins, that the way to cure
baulky horses is to take them from the carriage and
whirl them rapidly round till they are giddy. It requires
two men to accomplish this, one at the horse's tail. Don't
let him step out. Hold him to the smallest possible
circle. One dose will often cure him ; two doses are
final with the worst horse that ever refused to stir."
Thomson's Road Steamers in Paris.—Within the
last few days one of Mr. R. W. Thomson's road steamers,
with india-rubber tires, has been running through the
streets of Paris, dragging behind it a heavy Versailles
omnibus with fifty passengers. On the report of the
French Government engineers, leave has been granted to
the road steamer to ply over two routes, several miles
in length, and including some busy parts of Paris. The
engineers report it more handy and manageable than
horses, and in no way dangerous to the public. The
huge india-rubber tires save the machinery from jolting
and the road from ruts. The speed is that of a fast om-
nibus ; it went up the paved street beside the Trocadero,
of which the gradients are one in eleven, and even one in.
nine, without the least difficulty, and come down again
without any brake. In a wet grass field it was curious
to observe how little the wheels sunk into the saturated
soil, in fact, it obliterated, on retracing its circle, the deep
ruts of the omnibus wheels. This circumstance has
drawn the attention of artillery officers present at the ex-
periment, suggesting to them an inquiry whether the
system might not be advantageously applied to military
transport in campaigning.
Force of Habit.—A Bengal Drayman urges his
way-worn vehicle, with the insufferable screech of a dry
axletree rubbing the nave of a still drier wheel, nor can
you by any argument prevail upon the listless owner to
save his ears, his cattle, or his cart by lubricating with
oil. If his forefathers drove a screeching cart and
wretched cattle, posterity will not dare to violate the
sanctity of the custom by departing from the example.
An English engineer, in constructing the bed of a rail-
road, was impatient at several thousands of men carrying
each his little earthen dish of dirt on his head and dump-
ing it down as a contribution toward an embankment. He
would introduce wheelbarrows. Whip in hand, he com-
pels their use, and departing makes the condition of the
payment of wages that the dirt shall be carried in the
wheelbarrows. The next morning on arriving at the
spot, he sees that they are verily delivering the dirt in
the wheelbarrows, for behold a wheelbarrow filled with
dirt which four men are carrying on their shoulders.
1870.
THE   NEW    YORK    COACH-MAKER'S    MAGAZINE.
159
Pictures from China.—The streets
of a Chinese city are crowded with living
beings beyond anything ever imagined till
it is seen. They literally swarm with
men, dogs, hogs, donkeys, mules, a few
horses, an occasional caravan of camels or
a drove of sheep, and now and then the
procession of a lazy mandarin, carried in
a chair. When he appears in sight every
thing else must get out of the way. There
is also a mode of traveling by means of a
mule litter, which resembles the shafts and
frames of a dray, only there are shafts at
both ends, a mule going before and another
behind, and carrying a man between them.
When the journey is over uneven ground,
and the animals do not keep step, this style
of traveling affords some of the most pe-
culiar wriggling ever known, and gives rise
to nausea, like sea-sickness; we will call
it mule sickness. Thousands of large, fat
Chinamen riding on small donkeys, scarce-
ly larger than first-class Newfoundland
dogs, excite your commiseration. The
Chinese in Peking have a fashion of riding
mules by sitting over the animals hips,
the whole body being before. When, as
is generally the case with these riders,
their feet are thrown forward, they present
the appearance to a person in the rear, of
a tall Chinaman tapering out into a pair
of mule's legs below.
Scrap of American History.—It is related in
Smith's "History of New York," published in 1756,
that in the year 1693, Gov. Fletcher, with three hundred
men, set sail from New York on the 14th of February,
and arrived at Schenectady on the 17th. This was con-
sidered such extraordinary swift traveling, that the Indian
allies gave the governor the name of " Cayenguirago,"
or " Great Swift Arrow." Mr. Smith says in a note,
that the 14th of February was an early day for the Hud-
son to be open, but adds : "The climate now is so much
altered that three hundred recruits sailed from New
York for Albany this year (1756), and last year a sloop
went up the river, a month earlier." From this it would
seem that the present mild winter is by no means a
novelty.
Wipe Your Feet.—A gentleman called at a resi-
dence in the boulevard Haussmann in Paris. He entered
the hall and was going up the stairs, when the solemn
porter called him back, saying, " Monsieur has not
thoroughly wiped his feet." The gentleman stepped back
and wiped his feet until he thought them irreproachable,
but he had hardly put his foot on the stair again when
the porter remarked with the utmost deference—" Mon-
sieur still has a small spot of dirt on his left heel." The
crentleman blushed as he came back, and replied—" It is
true ; the walking is so bad." " Yes," replied the porter,
" it is very bad, and since it is the first time I have had the
honor of seeing monsieur, I beg to state that probably he
does not know that gentlemen come here only in carriages."
Too Literal.—Driver : " Fly, ma'am f Old Lady :
« Bless the man, me fly % Why, it's as much as I can do
to walk this muddy weather."
Hi y.^PSbJj^J
SAW DUST.
A young man in Indiana worked all last summer to
clear an eighty-acre tract of land belonging to a young
woman who had promised to marry him. When, just as
the weather began to get cold, he went to claim his re-
ward, she married another fellow who had looked on
while the victim was working.
A Wisconsin youth, sued for breach of promise,
offered to compromise by marrying the girl, if the court
would protect him from those other girls who had the
same tender claims upon him.
In the early days, a bride's marriage portion consisted
of a feather bed, six chairs, a cherry bureau and table, six
cups and "saucers, six teaspoons, and a quantity of sand
for scouring the floors. Nowadays the groom does not
demand the sand even, if the bride's father will only
come down with the dust.
An Irish glazier was putting a pane of glass into a
window, when"a groom, who was standing by, began jok-
in<>- him, telling him to mind and put in plenty of putty.
The Irishman bore the banter for some time, but at last
silenced his tormentor by," Arrah, now, be offwid ye, or
else I'll put a pane in yer head without any putty."
A lady went into a dry goods store in a New England
town, and inquired for " bleached cloth." Several pieces
of sheeting were shown her for inspection, but failed to
suit. " Perhaps," said the lady, " if I should tell you
what I want it for, you would know what to give me. It
is to be used for reposing robes.'1''    The man fainted.
160
THE   NEW    YORK   COACH-MAKER'S   MAGAZINE.
March, 1870.
CCJRRENT PRICES FOR CARRIAGE MATERIALS.
CORRECTED    MONTHLY   FOR    THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
New Tokk, Feb. 20, 1870.
Apron hooks and rings, per gross, $1 a $1.50.
Axle-elips, according to length, per dozen, 50c. to  80c.
Axles, common (long stock), per ft. 7'/a °-
Axle3, plain taper, 1 in. and under, $5.00; 1J, $6.00;  l{, $7.00;
1|, $9.00;  H, $10.00.
Do. Swelled taper, 1 in. and under, $6.50;  11, $7.00;  lj, $8.00;
If, $10.00 ; 1$, $13.00.
Do. Half pat., 1 in. $9; 1|, $10;  li, $12; lg, $15.00;   H, $18.00.
Do.   do. Homogeneous steel, fin., $10.00; |, $10;  g, $11.00;
long drafts, $2.50 extra.
B5^~ 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, 3£ in. and under, $1; larger, $1 a $2.
Bent poles, each $1.00 to $1.50.
Do. rims, extra hickory, $2.75 to $3.5n.
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, $2.00.
Buckles, pergrs. £iu.,$l ; f, $1.12; f, $1.25;  |, $1 75; 1, $2.00.
Buckram, per yard, 16 a 20c.
Burlap, per yard, 10 a 12c.
Buttons, japanned, per paper, 20c; per large gross, $2.25.
Carriage-parts, buggy, carved, $-1.50 a $6.
Carpets, Brussels, $L75 a $2; velvet, $2.50 a$4; oil-cloth, 40 a 70o.
Castings, malleable iron, per IB. 15c.
Chapman rubber, $1.50, doz. pr.
Clip-kingbolts, each, 40c, or $4.50 per dozen.
Cloths, body, $3.50 a $5 ; lining, $150 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-handles,   stiff, $1 a $3; coach drop, per pair, $3 a $4.
Drugget, felt, $1.75 a $2.
Enameled cloth, muslin, 5-4, 35c. ; 6-4, 60c.
Enameled Drills, 45 in., 50c; 5-4, 40c.
Do.    Ducks, 50 in., 70c. ; 51, 60c; 64, 80c
fla^" 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, $1.25 a $2.00.
Fringes, festoon, per piece, $2; narrow, per yard, 18c
{3F° For a buggy-toj) two pieces are requirod, 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, $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 50c.
Lamps, coach, $10 a $30 per pair.
Lazy backs, $9 per doz.
Leather, collar, 23c.;   railing do. 20c.; soft dash, No. 1,14c.; do.,
No. 2, 10c; hard dash, 16c; split do., 15c; No. 1, top, 23c; enam-
eled top, No. 1, 23c, do., No. 2, 20c ; enameled trimming, 20c.;
harness, per lb., 50c.; flap, per foot, 25c
Moss, per bale, 8c a 15c.
Mouldings,   plated,  per foot,  i in.  12c; f, 13c. a 16c;  4, lead,
door, per piece, 30c
Nails, lining, silver, per paper, 7c.; ivory, per gross, 50c.
Name-plates.    (See Advertisement.)
Oils, boiled, per gal., $1.20.
Paints.    White lead, extra, $13.00, pure, $14.00 per 100 lbs.; Eng.
pat. black, 20 to 25o.
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, 40 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-riBers, Linton'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., $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,   13c;   bright,   15c;    English   (temperel),    18c;
Swedes (tempered), 26c.;  1^ in., lc. per ft. extra.
If under 34 in., 2c per lb. additional.
 wo springs for a boggy weigh about 23 lbs.    If both 4 plate, 34 to 40 lbs.
Spokes (Best Elizabethport), buggy,  |, ] and If in. 9Jc. each;  1£
and H in. 9c. each;   1£ in. 10c. each.     10 off cash.
%W 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 1-8,
25 cts.; 3-4 x 1-16, 28 cts.
Steel Tire—best Bessemer—net prices: 1-4 x 1 1-8, 12c.;   1-4 x 1,
12c;   3-16x1 1-8, 13c;   3-16 x 1,   13c;   3-16 x 7-8,  14c,;
3-16 x 3-4, 17; 1-8x7-8, 20; 1-8 x 3-4; 1-16 x. 3-4 23c.
Stump-joints, per dozen, $1.40 a $2.
Tacks, 7c gnd 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.; cupped complete, $1.50.
Do. common, per set, 40c Do. close-plated nuts and rivets, 75u80e.
Tufts, common flat, worsted, per gross, 15c.
Do. heavy black corded, worsted, per gross, $1.
Do.         do.            do.     6ilk, per gross, $2     Do. ball, $1.
Turned collars, $1.25 a $3 per doz.
Turpeutine, pr gl., 50c.
Twine, tufting, pr ball, 50c.;  per ft. 85c a $].
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.
Whiffie-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.
TO READERS AND CORRESPONDENTS.
N. S., of Mass.—New volumes always begin with the
number published in June. We prefer having subscribers
begin then—we furnishing the back numbers—but, to accom-
modate, we sometimes let them commence with the month to
suit themselves. Should you choose, you could get the Mag-
azine monthly through your newsdealer at 50 cents a number.
R. J., of Del.—No, sir, you are mistaken. "We never re-
commended boiling hubs to make spokes hold, and nobody
else would, did he understand his business.