PLATE 45.
Vol. 11.
C - SPRING   CALECHE.- £ in. scale
Designed expressly for the New York Coa:h-n aker's Magazine.
Explained on page 182.
PLATE 46.
Vol. 11.
NEW   YORK   BUGGY. —i   in.   scale
Designed expressly for the New  York Coach-maker's Magazine.
Explained on page 182.
DEVOTED   TO   THE   LITERARY,   SOCIAL,   AND  MECHANICAL  INTERESTS  OF  THE  CRAFT.
Vol.   XI.
NEW  YORK,   MAY,   1870.
No. 12.
ecjpftttcat ^iterator*.
TREATISE ON THE WOOD-WORK OF CAR-
RIAGES.
{Continued from page 162.)
LXIV. Creation of Surfaces.—The convention
which serves as a base for the method of projections is
sufficient to express the form of all bodies terminated by
flat sides, such as the body we have represented, because
in this case all the projections of intersections of surfaces.
are straight lines. But on curved surfaces the projections
of their intersections or of their apparent contour are not
always sufficient to make exactly known the nature of
these surfaces. Then, before it is possible to determine
the form of lines of intersection of surfaces, it is neces-
sary that the nature of these surfaces be known.
To define the form of regular bodies and the geometry
of imaginary surfaces as produced by the running of a
straight or curved line ; or of a constant or changeable
form when it moves and the law of movement which de-
pends upon the nature of the surface to be produced—they
call generator the line which in its movement describes
the surface, and. "director" every line after which the
generator moves.
After this new convention a surface is defined when
at any point of it we can: 1st, pass a line (generator)
through this point in a stated position; 2d, give the form
which this line (the generator) describes in passing through
the point and this position.
Ordinarily the position of the generator on the hori-
zontal or vertical plane is fixed perpendicular to the two
plans of projection, passing one or the other at the given
point. The intersection of a given surface and of the
horizontal or vertical plane striking it is a generator of the
surface.
This new convention is suppletory to and completes
the method of projections ; it is a supplement because it
is impossible without it to project all the points of a sur-
face so as to know their form ; it is completed by fur-
nishing the means of determining on the surfaces as many
points as are necessary to represent and construct any ob-
ject of a regular form.*
? By the expression " regular form," we do here not only understand lines
Vol. xi.—22
In the second part we will treat on the different curved
surfaces of which carriage bodies are composed, and then
describe the forms and particular positions to be assigned
to their generator and director lines. For the present we
will give an example of the generation of two surfaces by
the movement of a straight line, which will serve to make
this new convention understood, and also complete the
method relative to the representation of bodies.
LXV. The plane, which is the most simple of all sur-
faces, may be considered as produced by the movement
of a straight line, of which all points describe straight
parallels. If on a plane is given a position by two
straight lines meeting at a point, any one of these could
be taken for the generator or director line. The plane L
(fig. 28) is a plane the position of which is determined by
two straight lines A B and B C. Taking line B C for the
generator, we presume that it moves parallel to its first
position by gliding on line A B as its director. By this
movement the generator produces surface L, and the lines
covering it can be imagined as being made by the gene-
rator B C.
When, on the contrary, we take A B fur generator,
and B C for director, all the lines covering surface L
would be the successive positions of the generator, and
every one of these lines is a generator of this surface L.
We will now give an example of the use of generators for
determining the point of a surface.
Let it be any point (q q\fig. 47) of which we have to
find the two projections by the aid of the two following
given : 1st, that the point has to be found on the surface
(abed, a1 b' c' d1) of the body and on the most elevated
part of the wheel-house; 2d, that its horizontal projection
has to lay on the arch of circle B, described from point E
as center.
Because the proposed point has to be found on the
most elevated part of the wheel-house, we carry a horizon-
tal x' y'; at this height it passes through the vertical pro-
jection of this point, but actually we do not know yet
where this projection is. We consider line x' y' as the
vertical projection of a generator of surface (a b c d,a'bJ
c'd'); we find the horizontal projection of this straight
line by carrying through the projections already determ-
178
THE   NEW    YORK    COACH-MAKER'S   MAGAZINE.
May,
ined, x' and y' perpendiculars to X Y, till they strike
lines a d and b c at x and y; line x y, which joins the two
latter points, is the horizontal projection desired.
After having the two projections, horizontal and verti-
cal, of the generator (x y and x'y'), the two projections
of point (q q') will be easily found; the first has already
been obtained by the intersection of the arch of circle B
with the horizontal projection x y of the generator. But
the two projections of the same point are {art. 59) on the
same straight line perpendicular at the intersection X Y
of the two plans of projection ; and furthermore the other
projection has to fall on x'y', where it will be found at q'
the intersection of the perpendicular q q' to X Y with the
vertical projection a^y'ofthe generator.
LXVI. Generation of a Curved Surface by the
movement of a Straight Line.—Figure 48 shows the
front of a phaeton body on the horizontal plan. If we
imagine a horizontal line A B actually applied to the
upper part of the front pillar moving from up to down
parallel to its first position, supporting itself constantly
on the points ab c, a' b'c' considered as directors, this line
will produce planes C and C; or, what is exactly the same,
if planes C Care well executed, they must be such that a
horizontal A B applied at any height of the planes coin-
cides perfectly with them.
A surface produced thus by the movement of a straight
line parallel to itself is a plane when the director is a
straight line (art. 65), and cylindric when the director is a
curved line. When the planes of the different pieces of
wood, placed symmetrically on each side of the body, as
those of the pillars of the phaeton which we have just now
considered, are on the same plan or on the same cylindri-
cal surface, the body-makers say they are a la regie [ac-
cording to rule] ; because, when they put together the
bodies, to assure themselves that the pieces placed sym-
metrically on each side are well put up, they apply to these
planes, at different points, the edge of a rule, which they
take care to hold horizontally—or the planes are well ex-
ecuted and the pieces correctly put up if the edge of the
rule, thus applied, coincides perfectly with them.
Nearly all surfaces limiting the front, rear, top, and
bottom, of bodies, with the exception of pavilion tops
and rear sides, which are sometimes made doubly cui'ved,
are either plane or cylindric surfaces having for generator
a horizontal line, both when the sides are paneled up or
only provided with sticks, as those of C and C7 which we
considered.
This mode of generation is the one
offering the greater facility in the build-
ing of bodies, because all the pieces and
braces composing one side can be fin-
ished and worked out with more accu-
racy and in less time than if they had
to be worked lengthwise. But if the
surfaces we considered had been doubly
curved, it would have required, to bend
the panels, an apparatus which always
complicates the work; and to prevent
these panels from getting out of shape,
it is also necessary to hold them inside
by an increased number of braces.
LXVII. These are, undoubtedly,
the different considerations which have
made us adopt for the front, rear, top,
and bottom, of carriage bodies, such
surfaces as those of which we have exposed the generation
in the foregoing. These surfaces, without exception, for
all bodies, project on the vertical plan, according to a line
which is straight, when the surface is a plane, and curved
when the surface is cylindric. Thus the surface on the
top of a phaeton box (Jig. 47) being a plane, it pro-
jects according to line a' b'; and as the surface limiting the
front pillars is cylindric, it projects according to curve V
j'n'. From this it follows that the whole line a' b\ V' j''nJ,
can be considered as the director of the surface which
it projects.*
The principles which we have laid out in this chapter
give a general idea of the method of representing bodies
by the aid of geometrical figures. This method is not
only applied to the surfaces of bodies, but all pieces of
woodwork entering into their construction. Every piece
taken singly is a body composed of plane or curved sur-
faces, absolutely like the body as a whole.
As we have not to deal in this treatise either with the
construction of the perspective nor with the determination
of shades, all that is left to complete this study is to ex-
pose in the second part the generation of surfaces suited
to every kind of body.
(7b be continued.)
THE ADVENTURES OF THREE JOURS.
BY   H.   S.   WILLIAMS.
Chapter XI.
Our worthy and talkative doctor proved correct in
his prophecy, for when Loring walked forth a well man,
Miss Corniel was his betrothed bride. It was his last day
in the country, as Gloner had come out with a buggy to
take him in the city next morning; and, strange enough,
the former gentleman had found it either the safest or
most convenient route to come by way of Mr. Linden's,
where he had stopped for dinner, and had persuaded Miss
Lucy to accompany him to his destination. What a de-
lightful afternoon that was ! How they all enjoyed it; and
what a delightful walk they had through the old wood,
that now presented all the glorious beauty of an autumnal
* We notice at the place of point n' on the vertical plan (Jig. 47) two lines, of
which one joins at s' with V j1 n', and the other terminates at p'. These two lines
represent the inside of the bracket, front pillar, and the foot-board, where some
wood is left outstanding for the attaching of the irons. This little irregularity is
made to alleviate the outside of body at point n', n'.
1870.
THE   NEW   YORK    COACH-MAKER'S    MAGAZINE.
179
landscape, and back by the broad cotton fields, where the
dusky laborers were gathering the fleecy staple, white as
driven snow, and packing it in huge baskets, which, when
the sun went down, they would raise on their heads, and
march in single file to the gin-house, singing and keeping
time to their steady marching.
It is the happiest period of our existence, when we
have both youth and love to gild the sky o'erhead with
roseate hues, and unfold the book of destiny at its bright-
est pages. Then life seems all one summer holiday, with-
out a thought or care to ruffle the temper, or sadden the
heart. And thus they felt, as they walked slowly home-
ward, with the shadows of twilight gathering about them,
yet so dimly, for the full moon was already looming up
in the east, as to be scarcely perceptible. But home was
reached, the walk ended, a pleasant cup of tea was par-
taken of, and then followed a most delightful evening.
" As the horses are well cared for, and it would be a
good deal of trouble to have them brought out," said
Gloner, as the clock struck the hour of nine, " I propose
that we walk home, Miss Lucy ; it is such a lovely night.
And I am confident that Miss Corniel and Mr. Loring
will accompany us part of the way. What say you all 1
1 It is a heavenly night, and the soft air invites us,' as the
poet lover told the haughty Pauline."
Of course all agreed to it, and they were off. It was
a noisy enough party, as they walked slowly down the
dusty road. All were in the best of spirits, and all had
much to say; but when Miss Corniel and Mr. Loring
turned back, a strange silence took possession of Gloner
and his companion. The full moon made it almost as
light as day ; and from the tops of the Cherokee rose that
bordered the road, the mocking bird would break out in
sweetest melody for a moment, and then fold its wings
for sleep again. Gloner was the first to break the silence.
But why repeat the words, they would appear so plain
and common place here ? but they were so eloquent and
musical as he pronounced them. It was the old, old
story, repeated daily for centuries past; yet to the
speaker and listener, if they truly love, ever ,new and
beautiful. Lucy said nothing ; but the clear moonlight fall-
ing full upon her sweet, upturned face, spoke all the heart
felt, and Gloner saw the answer, the realization of his
dearest hopes as he imprinted his first kiss upon her fair
brow.
" Where is Mr. Linden 1" he asked of a servant as
they entered the house.
" In the library," was the reply.
" Tell him, if convenient, I should like to see him for
a few minutes."
" Master requests you to walk in the library," said
the servant when he returned.
" Wait for me in the parlor," said Gloner, as he fol-
lowed the servant.
Mr. Linden was seated at a table on which were scat-
tered various papers, which he had apparently been
engaged in examining.
" I am sorry to disturb you," said Gloner, as he took
the proffered seat; " but I wished to see you for a few
minutes on an affair of great importance to myself, and
of some interest to others."
" I am always ready, Mr. Gloner, to attend to the
wishes of my guests. Pray proceed; I am entirely at
your service."
" It is, perhaps, known to you," resumed Gloner slow-
ly, " that I have visited your daughter for some time past
as a suitor for her hand ; and to-night I have been made
happy by the knowledge that I am not indifferent to her.
In fact, that the affection I feel for her is returned, but
with the distinct assertion on her part, that with you rests
the final result. I have come, therefore, to ask for your
daughter's hand."
" This is very sudden, and, I do assure you, rather un-
expected," replied Mr. Linden, after a moment's pause.
" Lucy did say something last summer about your being a
suitor for her hand; but I did not pay much attention to it
then, nor have I thought much about it since; therefore, it
has not had that serious attention that so important a sub-
ject demands."
" No one knows better than myself," returned Gloner,
" that it requires your most serious thought; therefore, 1
do not ask a definite answer now. I wish, however, to
present my case, when you can take your own time for
consideration. I am well aware that, as far as my past
history is concerned, my family, and my real condition in
life, you are totally ignorant; and it is no more than right
that I should enlighten you on those subjects. Of my
parents I know but little, only that they were of the high-
est respectability ; for they both died when I was but ten
years of age. As I was an only child, I was placed in the
charge of a bachelor uncle, together with what property
my parents left, who, having no home but his hotel, grum-
bled a little about the trouble of a ten year old boy, and
got rid of it by sending me off to a neighboring village to
boarding school. At seventeen I was taken away and
sent to the city, for the purpose of entering a lawyer's
office, and making the law my profession. Not liking the
dry details of Blackstone and Coke upon Lyttleton by it-
self, and taking quite a fancy to carriage-making, as well
as having a natural taste for the use of tools, I went to
work at body-making in the day time, and studied law at
night. It was six months afterward ere my uncle found
out what I was doing; and, although he protested against
it most vehemently, yet, as I usually had my own way
about every thing, I finally gained his consent to go
ahead.
" When I reached the age of twenty-one, I was a good
mechanic, and knew enough about law to pass a rigid
examination, and get a diploma to practice. My uncle
then informed me that the little property coming to me
was not to be turned over to my account until my twenty-
fifth birthday, unless I married before that time ; and as
I felt no inclination to give up my bachelorhood, and wish-
ing to see the world, I packed my books and clothes in
one trunk, my tools in another, and so started out as a
carriage-maker. Since which time I have seen about all
the country worth seeing. It was several months after I
was twenty-five ere my uncle learned my address; but
when he did, he wrote me that my property, originally a
trifle over ten thousand dollars, had, by judicious invest-
ment, increased to over fifteen thousand, and was awaiting
my orders in a city bank. As I had now arrived at a
sober age, and as I rather liked my mode of living, I con-
cluded to wait until I married before I touched it, and to
win my bride without her knowing that I was worth more
than my daily wages. I have succeeded far better than I
ever dared to hope; and now I only want your sanction
to my choice. Here is my uncle's letter, to which I re-
ferred."
He had risen as he was speaking, and now stood lean-
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THE    NEW   YORK    COACH-MAKER'S    MAGAZINE.
May,
ing against the mantlepiece, looking down with his large
luminous eyes in the face of his host; while the anima-
tion and the glow that the subject imparted to his coun-
tenance, together with his deep, rich voice—now very low,
"but beautifully distinct—caused Mr. Linden to think for a
moment that he had heretofore underrated his good looks.
Rising and pacing the room two or three times, Mr. Lin-
den took up a corresponding position at the opposite end
of the mantlepiece, and said: " Your past history, and
your position in the world, are perfectly satisfactory. As
far as your property is concerned, I can truly say it does
not influence me in the least, for I was almost penniless
myself when I married, and 1 long since determined to let
all suitors for my daughter's hand woo upon equal foot-
ing, so they were gentlemen. She is an only child, and I
have enough to insure her comfort and independence ; and
all I ask in her married relations is to see her happy. If
you have my consent, what do you propose to do after
your marriage 1"
" First, I shall want to visit my native State, get my
property, and then, if agreeable, return here and invest it
in enlarging and improving your place."
" Where is Lucy 1"
" I left her in the parlor when I came here."
" Excuse me for a minute or two," and he left the
room. Entering the parlor, he found Lucy seated by an
open window. " Come here, child," he said, taking a
seat in the center of the room ; " I wish to speak with
you."
Lucy advanced, threw her arms about her father's
neck, and gently kissing him, she seated herself on a stool,
and resting her arms on his knee, looked up in his face,
and announced her readiness to listen.
" You must have forgotten," he said, " that it is time
for our yearly trip to New Orleans and Mobile ; in fact,
we are nearly a month later than usual. When will you
be ready to go 1"
" Oh, papa ! " she replied, " I was in hopes it was you
who had forgotten it. I do not wish to go at all. I am
so pleasantly situated here; and then I am so well, too.
Why, I have not been sick all summer."
" Well, I believe your health is improving somewhat.
What is the cause of it1? "
" The same cause," she replied, in the most innocent
and bewitching way imaginable, " that restored mama's
health; for I've heard you say that when you first became
acquainted with her, her health was very bad, but in less
than a year she was well," and again she kissed him.
" Can it be, then, that you have allowed yourself to
love that homely looking fellow—a man without a dollar,
perhaps ; and a mechanic, too ? "
"He is a gentleman, papa," she replied, "and he has
a true heart. All that 1 ask in a husband, if he only loves
me."
" Well, well ; perhaps you are right, pet. So, keep
patient for a few minutes, and we'll see about it."
Returning to the library, he merely said, " She loves
you, sir. Make her as good a husband, as she will a wife,
and I will be .satisfied.    She is in the parlor."
In   a   moment   Gloner   was   by   her  side,  and------
Pshaw! why attempt to describe a scene that is inde-
scribable.
The next morning our two friends returned to Mont-
gomery, and for a week Loring was the lion of the city;
for the story of his duel, with a thousand little side em-
bellishments, had been freely circulated in every house-
hold, and every night he had more invitations to go out
than he could possibly accept, while half the young men
of the city called on him with their congratulations. In
fact, the successful hero of a duel in Alabama at the times
of which we write was a noted character among all classes
of society.
On the following Sunday they both visited the country,
and when they returned the happy days had been set—or
rather day, for both Miss Lucy and Miss Kate had decided
on marrying at the same time.
" I congratulate you most heartily," exclaimed Mar-
grave, when told of it; " most heartily. And as my friend
the poet says, at the grand denouement of the comedy,
' May you both be happy.' I guess I'll have to stir round,
•though. I'm about over that Memphis disappointment
now, and I can never stand it to be left alone."
Our story is nearly done. Gloner and Loring were
both married at Miss Corniel's, took dinner at Mr. Lin-
den's, and then, accompanied by a merry, social party, they
all proceeded to Montgomery, where they took the magnifi-
cent steamer " Southern Republic," for Mobile. Mr. Lin-
den accompanied them as far as New Orleans, where he
stopped, while they pursued their journey up the Missis-
sippi, thence up the Ohio to Cincinnati. There they sep-
arated, Loring going to his home, for his parents were
still living; while Gloner took a brief visit to his native
village, found his uncle, received his property, and then all
proceeded to New York.
Contrary to all expectations, the cold northern winter
just suited Lucy's constitution ; and she carried the best
proof of good health—a delicate rose tint on either cheek.
Returning to Cincinnati, after a couple of weeks in the
great metropolis, they met Loring and his bride by ap-
pointment, when all returned to Alabama together. As
for Gloner's bachelor uncle, he came down to visit his
nephew in the spring; and, although he only intended to
stay until the middle of May, for fear of the "confounded
hot summer," yet he tarried until November, then going
North, he converted all his property into cash, and return-
ing, invested it in an adjoining plantation.
As for Margrave, in self-defense for his loneliness, he
pitched in and worked hard all winter, made money rap-
idly, so that when spring opened, he went to a flourishing
inland town some twenty miles from Montgomery, and,
with some little assistance from Loring and Gloner, he
started a respectable carriage factory, where he still reigns,
but alone ; yet never so happy as when he has a new jour
up in one corner of his bachelor quarters, telling how near
he came to marrying that Memphis girl, and giving the
history of his subsequent tramp through the swamps of
Mississippi.
Gloner and Loring are still rival planters, but most
friendly ones ; and although it is hard to tell which excels,
yet it is well known that their respective plantations are
the best managed, and raise the best crops in the whole
country.
And now, kind reader, ye who have followed us thus
far in our simple story, seated by your own fireside, sur-
rounded by a happy circle of loved ones, or in your dreary
quarters of single-blessedness,
" Farewell! a word that must be and hath been—
A sound that makes us linger—yet farewell! "
( Concluded.)
1870.
THE   NEW   YORK    COACH-MAKER'S   MAGAZINE.
181
GEOMETRICAL EXERCISE.
BY   P.   B.   J.
Having a circle or segment of a circle, to find its center
by means of a square and miter-square, without the use of
ihe compass.
A B G, be
circle    or
F
Let
any
part of a circle
to which apply
your square so
that the inside
edge of the blade
and stock shall
touch it as at A
and B, shown in
the figure ; then
take your miter-
square and place
it at the angle D
of your square,
and draw a line
along its edge, as
D C in the circle. Now the line D C must pass through the
center of the circle, for it bisects its chord. Now if we
move the square into any other position as shown at K
H I, and draw the line H C, with the miter-square, in the
same manner as before, that line will also pass through
the center of the circle as before stated, and consequently
the intersection of these lines D C and H C at C will be
the center required. This problem will be found not
only of great use to body-makers for finding the center of
circles in round-cornered bodies and seats, when the origi-
nal center is obliterated or cut off, but likewise to the wheel-
maker it will be found an easy process for truly centering
their hubs, as well as to the blacksmith's advantage in
centering for his king bolt. It may be here observed by
the workman, that when the circle is large it will be dif-
ficult to find a square or miter-bevel long enough, as in the
figure here shown. The square must be at least equal to
the radius of the circle, and the miter-bevel considerably
more. I will now, therefore, show how that objection
may be dismissed, and the operation performed with as
much accuracy when the square is not equal in length to
the radius, or when the miter-bevel is not long enough to
reach the center of the circle, but it will be necessary to ob-
serve that the stock and blade of the square must be equal
in length to each other, or D F must be equal to D E,
and although D C may not be long enough to reach the
center, it will tend to it, and the line drawn by it, may be
continued by means of a straight edge.
Now in order to show
how this is done, let A
B E F be the circle,
and ADB the square.
Having the blade A D
equal in length to the
stock B D, apply it, as
shown in the figure, so
that the ends meet the
circle at the points A
and B, and with a miter-
square draw a line in
the direction D C,
which    will    tend    to
the center of the circle. In the same manner apply the
square to any other part of the circle, as at E F, and draw
G C, by the help of a miter-square, then the intersection
of these lines I) C and J C, is the center required, for,
though the blades of the square do not form a tangent to
the circle, as the line 1) C bisects the angle A D B—it
bisects the line A B, which is a chord to the circle, and
passes through the center.
Hence a useful article may be constructed applicable
to the center of all circular work, but which, I think, is
not in general use, though some years ago I constructed
one for my own benefit, and it was much approved of by
several of my fellow-workmen, who used it at the time.
I shall therefore describe its construction, which is very
simple, being but a T-square, whose stock is a portion of
a circle. Let A B C be the stock made of one piece of
hard wood, well seasoned, the extremities of which at
^—-.         A  and C should
have a small piece
of hardened steel
affixed, so that it
should not be sub-
ject to wear by
use, into which
stock, the blade
B D is tenoned, so that A B is exactly equal to B C, and
at the same time square to the cord A C.
It is evident, from what has been advanced in the last
problem, that if this instrument is applied to any circle,
so that the parts A and C touch, the blade B D will pass
through the center of the circle, and by two applications
the center will be found. It will be seen by the work-
man that this instrument is especially adapted to the cen-
tering of hubs or small circles. If necessary where stocks
shall be required of different curvatures, and blades of dif-
ferent lengths, he might have some two or three. I used
to call this tool my centering square. In conclusion, per-
mit me to observe that if I have described a tool that is now
in general use I must crave your pardon for occupying
your pages unnecessarily, and the workman for loss of
time, in reading that which they are already acquainted
with. Before closing allow me to remark, that in my fu-
ture communications (as heretofore) I shall aim at sim-
plicity and perspicuity, which ought ever to be the en-
deavor of him who writes for the instruction of others.
OUR GRECIAN CARRIAGE MUSEUM.
The accompanying illustration is taken from an ancient
Grecian vase, and is supposed to represent Mars as just
mounting his car for a warlike enterprise, attended by
armed soldiers. In this instance the god of war prefers
to serve as charioteer, leaving his warriors to serve as
body-guards. *
The Diphros, or Grecian war chariot, figures conspicu-
ously in the works of Homer, as we have elsewhere
shown. In the engraving representing a Quadriga,v?e have
one of the best specimens of Grecian art. The antugen,
or top rail, which served both the purpose of handles and
finish, were sometimes made of metal, and sometimes of
wood, but-in all cases were left open, as we see in the
182
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
Mat,
example under consideration. The wheel of singular de-
sign would appear to be metal of some kind. It certain-
ly would require too much labor to make one such of
wood alone, were it practicable.
Mars, who is supposed to be represented as the hero
of the picture, is said by Homer to have been the son
of Jupiter and Juno ; but by Ovid, the son of Juno, with-
out a father—the goddess Flora having presented her with
a flower gathered in the Olenian fields, by the touch of
which she became enciente. The old Ascrcan poet calls
him the " man-slayer, gore-stained, stormer of walls,"
who, mounted in a chariot," over the yoke and the reins
of the steeds, stretched himself forward with his brazen
spear, eager to take away life," and says that on a certain
occasion he roared " as loud as nine or ten thousand men
roar in war." At the siege of Troy he appears to have
" gone back on his mother," who befriended the Greeks,
and taken the side of the Trojans, with Venus. For fur-
ther details the reader must consult the Iliad.
 Illustrations of tlje glrafte.
C AND ELLIPTIC SPRING CLARENCE.
Frontispiece to Volume Eleven.
This elegant and original design for a fashionable
style of Clarence is the work of our own artist. For a
change, instead of a portrait of some American coach-
maker, we have selected this vehicle as the frontispiece to
the volume, which should be placed opposite the title-
page in binding. The attention of the craft is especially
directed to the following points of novelty in the drawing :
The sweep in the front pillar, at the belt; the back sweep
of the boot, and the bracings of the C-spring back.
The width of the body at the center, measured from
outside to outside, should be about four feet six inches ;
across at the front pillars, three feet seven inches ; the
circular front, measured in the line of the door, one foot
ten inches; across the boot, two feet  eight inches ; turn
under at the pillars, five inches; back
quarter at the belt-rail, two feet one inch ;
width of door, two feet one inch, and
width of the seat, one foot six inches.
Painting.—Body dark-green, mold-
ings striped black with one fine line gold ;
carriage part, black, with one broad line
medium shade green, split with fine line
gold.
Trimming.—Half and half morocco,
with satin or cotoline linings. Heavy
beveled glass in the windows and doors
will add much to the richness of the vehi-
cle.
Workman's price for building the
body, $115; for making under-carriage,
$22; for ironing, $95 ; for parinting, $90 ;
for trimming, $62. Manufacturers' charges for finished
Clarence, $1,800 @ $2,000.
New York Charges for Repairing.—As far as ap-
plicable to the Clarence, the charges for the parts given
in describing the Landau (plate XLI., page 168) will an-
swer for this also, so that we deem it unecessary to re-
peat them here.
C-SPRING CALECIIlS;.
Illustrated on  Plate  XLV.
We give our readers this month another original de-
sign for a light elliptic and C-spring Caleche, suitable for
summer exercise in the public parks or thoroughfares.
Width of the body between the arm-rails, 50 inches;
width of the boot, 32 inches. Wheels.—3 feet 4 inches and
4 feet 2 inches high ; hubs, 4£ by 7 inches; spokes, 1£
inches; rims, 1£ inches deep, steel tires, f by 1 inch.
Springs.—Front, 3 feet long, and about 10£ inches apart;
width of leaves, If inches; the head leaves No. 3 steel, the
other plates No. 4. The hind elliptic should be a little
less apart and about two inches shorter. In the selection
of the C-springs the manufacturer must exercise his own
judgment.
Painting.—Body, English patent black; Carriage part,
dark-blue, striped with black broad stripe, edged with
two narrow ones in white.
Trimmings.—Blue-black broadcloth.
Workman's price for making the body, $75. Manu-
facturer's charges for the carriage, $1,200.
Charges for Repairs.—The same as those given for the
Caleche, on plate XXL, page 88.
NEW YORK BUGGY.
Illustrated on Plate XL VI.
This original design has some novel features to recom-
mend it to our readers.   The molding under the seat-riser
should be a little raised, and the back corners of both the
body and seat slightly rounded. Width of the seat, 16
inches ; length, 36 inches. Wheels, 3 feet 11 inches, and
4 feet 1 inch; hubs, 3} inches ; spokes 1 inch ; rims, l\
inches'; tires (steel), T3ff by 1 inch.
Workman's price for building body, $18; carriage
part, $8; wheels, $10; shafts, $3.50; spring-bars, $3.
Manufacturer's price for the buggy complete, $465.
For prices in repairing, see other estimates for the same
kind of a buggy in this volume.
LOCATION OF WEAR-IRONS.
BY   P.   B.   J.
The object designed by the following article is to
obviate a difficulty very frequently occurring in the con-
struction of cut-under carriages ; that is, the striking of
the wheel against the stays. Now, in order to remedy
a difficulty, it is always necessary, first, to ascertain its
cause, and then apply the remedy. The reason we as-
sign in this case is, that generally it is a matter of "guess
work" with the blacksmiths where he places the head of
his stay upon the perch. We refer the reader to the il-
lustration in order to show how this defect may be reme-
died :
In the first place obtain
half the width of the track,
as on line A, measuring to
the outside of the rim, and
then get half of the height of
the front wheel, as on line
B. Next, take two slats,
and fasten them securely, as
at C, being certain that they
are square at C with each
other ; place the point D at
the centre of the king-bolt,
and bring point E, which
represents the wheel, t o
the perch which shows the
point on which the wheel
will strike, and also the
point where the stay-head
should be placed. In order
that the wheel may not
strike the stays, this rule
will also be useful in designating the precise place where
the " rub-iron" should be welded in the perch plate. Es-
pecially in large cities, on cut-under jobs, it is necessary
that a rub-iron should be on the perch to prevent the cut-
ting of the side plates by the wheel. With these brief
explanations, I respectfully submit the drawing to the
study of the reader, knowing that it will suggest points to
be taken into consideration, and the means of remedying
evils complained of.
New Tire.—Loos & Williams of this city have in-
vented and patented an improved kind of tire, with a
flange on the outer edges, to protect the felloe from injury.
ELLIPTIC SPRINGS.
BY PORTE PENCIL.
In this age of improvement, when so many new things
are presented for public consideration, permit me to offer
an old one in a new dress, which, I think, may be used to
great advantage. In discussing the subject, perhaps I
may exceed ordinary limits ; but I hope to be allowed the
privilege of going into detail. It is a singular fact, so far
as we know, that the proper application of elliptic springs
to carriages and buggies has scarcely ever been investi-
gated. We only know the rules by which we are gov-
erned, and practice those Avhich experience assures us are
correct; but more frequently "guess work" is applied,
without duly considering the amount of work which each
spring is compelled to perform. To illustrate this " guess
work " mode, suppose we have a top-buggy to iron off.
The body has a seat, the center of which is six inches
back of the center of the sill; many carriage-makers, not
taking into consideration where the center of the seat is
located, would take two 2^ in. 4-plate sj:>rings, or two 1^
in. 3-plate, committing a serious error at the start; be-
cause when the buggy receives the weight, in the common
parlance of the carriag-emaker, the back spring assumes
a "squatting" attitude, the front remaining in nearly the
same position as it did before it received its load ; so that,
when in use, the back spring has nearly all the work to
perform, the front one refusing, in combination with the
back one, to act. The back spring becomes weaker and
more useless each time the vehicle is used, complaint be-
ing made by the customer that his back spring is "too
weak," or good for nothing, whereby the carriage-maker
incurs the useless and perplexing expense of anew spring,
who at once condemns the manufacturer of the springs,
when, at the same time, the fault lays entirely with him-
self, owing to his ignorance of the true application of the
springs to the vehicle.
Practical experience has taught us that the position of
the seat must be taken into consideration. Where we iind
a buggy seat the center of which is back of the center of
the body, wo invariably make one plate difference in the
springs. There is scarcely a modern draft made with the
seat less than six inches back of the center of the body,
and in many cases we find the front of the seat on a line
with the center of the body, consequently nearly all the
weight is upon the back spring.
Again, how often do we see passing us upon the streets
rockaways and top-buggies (owing to the " guess work "
plan) having the appearance in front of " sky scrapers,"
or the back spring too weak, or, the true reason, the front
spring too stiff for the back one. However strange it
may seem to common observers, it is practically true that
there are very few carriage-makers who understand the
proper application of springs to carriages. There is, in
the application to springs, the resistance of the air, which,
in vulgar apprehension, passes for nothing, that comes to be
an impediment to the motion of the carriage or buggy, as
well as an additional weight upon the back spring, and
may, in some cases, absorb five parts in six of the whole
power or weight. Let it be remembered, at the same
time, that the serial resistance rises into consequence
solely because it has a bearing upon these points.
Let us now estimate the weight as well as the retard-
ing effect produced by this resistance  of the air during
184
THE   NEW   YORK    COACH-MAKER'S    MAGAZINE.
May,
high winds. The resistance is such that means should
be taken by the practical coach-maker to lessen it, where
practicable, by making the front of a round or hemispher-
ical shape, similar to the Clarence Coach. Let us sup-
pose for illustration that there are two vehicles, each of
equal weight. The one has a flat surface in front two
feet six inches high, and three feet wide, having a front of
fifteen square feet, which in reference to the pressure of
the air is reduced to seven and a half feet by giving it
a rounded form. The other is three and a half feet high,
and four and a half feet wide, presenting a front of thirty
square feet, but reduced to fifteen by its rounded form.
Now, still air is found by experiment to press with a
force of sixteen grains upon a body presenting a front of
one foot square, and moving at the rate of one foot in a
second, and the pressure increases as the square of the ve-
locity. Hence our coach when moving at the rate of four
miles an hour, in a still atmosphere, would encounter a
resistance from the pressure of the air of 1£ lbs. At eight
miles an hour the resistance would be 4£ lbs.; at twelve
miles, 10 lbs. ; at sixteen miles, 15 lbs.; at twenty miles,
28£ lbs. The coach presenting only half the surface in
front would experience only half the resistance or addi-
tional weight. It is evident from this reasoning that upon
the inside of a close top, showing a surface of at least fif-
teen square feet, and moving at the rate of say sixteen
miles an hour, and more especially if the seat is back of
the center of body, it would encounter a resistance or ad-
ditional weight of fifteen pounds, which is added to the
weight already upon the back spring.
To make an allowance for any thing of this kind, we set
our bodies half an inch higher'behind than in front, and
adopting and following up the plans which experience has
taught us of making calculations where the center of
the seat comes in conjunction with the shape of the body,
we are saved the unsightly and mortifying appearance of
" sky scraper" vehicles upon our streets.
DASH-BOARD FOR BUGGIES.
In connection with this article we present our readers
with an engraving of a dash-board for buggies after a new
pattern. It appears clumsy in the picture, but the frame
being made of oval iron, when covered with patent leather,
produces a very strong and handsome article for light
vehicles.
Spring Manufactories.—Our readers will find the ad-
vertising cards of four manufactories in Bridgeport, Conn.,
where carriage springs are made of the best material and
workmanship. We have always found them a superior
article, perfectly reliable, and suited for first-class work.
REVARNISHING ENGLISH VARNISH.
In my present paper I will say a few words to you on
the touching up and revarnishing of old work, and also of
new work that has stood in the repository until it re-
quires a coat of varnish to revive its brilliancy. You say
that painters in America find a great deal of trouble in
revarnishing English varnish that is not over a year old.
So would the English painters, were it not for a simple
but effective remedy which they employ, and of which I
shall speak later in my letter.
In England, as is the case in America, there are many
owners of carriages, especially livery men, who only
want their vehicles touched up and given a coat of var-
nish, not desiring to go to any further expense than this
would involve. Now, if a job finished with English var-
nish is simply rubbed and touched up, there are many
serious difficulties which will assail the painter in giving
it a coat of finishing varnish. It is not apt to " lay" well.
If the previous coat of English varnish has not been on
for over a year, the fresh coat will probably refuse utterly
to "lay." In any case, there are many difficulties to over-
come in order to make a coat clean and brilliant, to keep
it from "enameling," and to keep it from striking in dead.
Where it " strikes in," it looks dirty, and after it has run
a week or two, it will often return to about the same
state in which it was sent into the paint shop. These are
a few of the difficulties which a painter has to look out for
when revarnishing English varnish. And now, Mr. Edi-
tor, I will speak of the way the English painters manage
to avoid these troubles, hoping that some of your painters
in America will try it, and if it works %ell with them I
trust they will not discard it as unworthy because of its
being a London idea.
When we receive a livery or other carriage with the
order to give one coat of varnish, we do it in this way. We
rub it down well with pumice, cleanse, let dry, and dust
off. We then mix some " Japan gold size" and turpen-
tine together, say about one part of " gold size" to three
parts of turpentine, or just sufficient "gold size" to leave
a thin film upon the panel when dry. It takes only a few
moments to apply and dry this coat, and this time is
saved in " touching up," for the painter can see any bare
edges or scratches on the job, and moreover, the color
will dry solid over the parts " touched up," and will not
work off when varnished. The coat of turpentine and
" gold size," or " cider," asit may be called, also enters into
the old varnish, and prevents the fresh coat from striking in
or enameling, and it insures that the job will dry all over
and with brilliancy, and that it will remain so when the
job is run out into the sun.
Some painters might say that this " intercoat" would
aid in cracking the varnish, but I can say from a long ex-
perience that I have never known it to do so. The con-
trary seems true, and I think this " cider" is a good pre-
ventive for cracking. I have often seen a job so done
stand a year, and come in quite bright. New work can
be done in the same way, that is, work that has stood in
the repository until it has lost its luster, and the job will
be very much more durable than if a coat of hard-drying var-
nish were given and then a finishing coat of English or
American Wearing Body. The "gold size" is elastic,
and corresponds with the coats of varnish upon each side.
But, put a coat of hard-drying varnish between two coats
of English, or indeed any two coats of elastic finishing
varnishes, and the job is sure to crack.
1870.
THE   NEW   YORK    COACH-MAKER'S   MAGAZINE.
185
I have always found this method to save time and in-
sure a good job, and it can be used with equal success on
either body or carriage parts. I have taken in a brougham
in the morning ; rubbed it down, given it a coat of "cider"
and touched it up before dinner, and finished it in the af-
ternoon.—London correspondence of the Hub.
dimming
Apologetical.—As our readers will have noticed, we
have been compelled during the progress of this volume,
to go to press with scanty material for this department.
No one but those who have tried the experiment, know
under what difficulties publishers labor, who are depend-
ent on the movements of others. Although we had made
—as we thought—permanent arrangements for monthly
contributions to this department from practical workmen,
at the commencement of the volume, when they were
called upon matter was not ready, notwithstanding we
had offered liberal payment for such. The fact is, most
trimmers are either too modest to appear before the pub-
lic, or else unable to put their practical knowledge in
proper shape for the reading community. We hope,
however, to have better success in the future.
(f&itor's
CARRIAGES AT AUCTION.
One of the largest sales of carriages we have known
made at auction took place in this city on the sixth and
seventh days of April, being the extensive stock in the Re-
pository of Messrs. James B. Cone & Co., on Broadway.
Some of the carriages in this collection—amounting to
about $20,000—were very fine, and perhaps ought to
have brought better prices, but much of it was injured
by moth and time, and sold for all it was worth. The
second-hand carriages may be said to have sold extremely
well. Upon the whole, we think the retiring house has
reason to be satisfied with the sales. We fear, however,
that so large a sale at this particular season of the year
will prove injurious to the interests of other houses in the
trade, which we suppose must be accepted as one of the
misfortunes of business. Having attended the sale, we
are able to give a report showing the prices obtained for
some of the new carriages.
No-top elliptic spring Road Wagon, leather trimmed,
built by L. Adams, shafts only, sold to Mr. Wright for $145;
turn-out seat, shifting top Buggy, trimmed blue cloth, seat
two or four persons, by Bunce, New Haven, sold for
$190 ; light Coupe Rockaway, on platform springs, panel
back, curtain quarters, movable winter front and summer
back, adapted for one or two horses, built by L. Adams,
worth $700, sold for $440 to Rockwell; no-top elliptic
spring Road Wagon, square box, blue cloth, worth $275,
sold for $155 to Scofield; no-top Duncan Dog Cart, on
Vol. xi.—24
platform springs, lined blue cloth, pole and shafts, by L.
Adams, worth $600, sold for $370; very light, six-seat
Victoria, on platform springs, trimmed green morocco,
pole and shafts, by L. Adams, worth $800, sold for $540 ;
elegant Coupe Rockaway, extra light, " of an entire new
pattern," on platform springs, book ste'ps, oil-cup axles,
movable winter front and summer backs, drop window,
beautifully trimmed, Bessemer steel axles and tires, pole
and shafts, princes metal, worth $1,000, sold for $815 to
D. Evans ; circular front Coupe, fashionable, well trimmed
in brown satin, mirror, child's seat," all improvements," L.
Adams, worth $1,300, sold for $890 to Frothingham ; Dog-
cart, on four springs, morocco trimmings, lamps, pat. axles,
pole and shafts, L. Adams, worth $600, sold for $555 to
Drake; Park Phaeton, on platform springs, seats four
persons, shifting top and seats, morocco and cloth, J. B.
Brewster, worth $1,100, sold for $780 to Milbank ; six-
seat Rockaway, improved pattern, lined in crimson satin,
quilted roof, glass quarters and shifting front, book steps,
steel axles, a fine family carriage, worth $1,500, sold for
$1,050 to Munson; three-quarter Clarence, hung on C-
springs, morocco, serge and broad lace, mirrors, speaking
tube, beveled glass, book steps, Bessemer steel axles, by J.
B. Brewster, worth $2,100, sold for $1,505 ; McAllister
Victoria, with doors, fenders, low driver's seat, very
light, by L. Adams, worth $900, sold for $760 to Brown-
ell ; elegant low dickey seat Coach, curtain quarters, by
L. Adams, worth $1,300,for $890 to Frothingham; Dog.
cart Phaeton, on four springs, morocco, pat. axles, pole
and shafts, by L. Adams, worth $600, sold for $550 to
Drake; light six-seat passenger Rogers Phaeton, blue
cloth, storm-boot, lamps, &c, by L. Adams, worth $850,
sold for $660 to Milbank; light half-top Park Phaeton, on
two springs, blue cloth, shifting tops, pole and shafts, by
L. Adams, worth $750, sold for $390 to Russell; half-
top Victoria, on platform springs, folding child's seat,
wings, blue silk, light, pole and shafts, worth $1,000, sold for
$550 to J. B. Williams; C-spring Close Coach, glass
panels, shifting front, Metropolitan boot, crimson satin,
by L. Adams, worth $2,000, sold for $1,200 to McKirn;
Britzka, on combination springs, storm boot, wine colored
morocco and half cloth, by L. Adams, worth $1,200, sold
for $800 to Pitt; circular front Coupe, child's seat, mir-
ror, speaking tube, brown satin, light, for one horse, pole
and shafts, by L. Adams, worth $1,400, sold for $975 to
Mott; elegant loop Landau, " Salisbury boot," on C-
springs, book steps, rich brown satin and broad lace,
heavy plate beveled glass, worth $1,800, sold for $1,620
to Williamson; six-seat Park Phaeton, drab, by L. Adams,
worth $900, sold for $765 to Barton ; London Clarence,
full size, hung on C-springs, book steps, J. B. Brewster,
worth $2,000, sold for $1,450 to Pratt; deep-side dog-
cart Pheaton, on perch, by L. Adams, worth $550, sold for
$340  to  Valentine; Landau, morocco  and  satin, book
186
THE   NEW   YORK   COACH-MAKER'S   MAGAZINE.
May,
steps, steel axles and tires, by J. B. Brewster, worth
$2,000, sold for $1,410 to Valentine; duplicate of the
Bonner wagon described on page 175, worth $335, sold
for $300 to Bellows; Pony Phaeton, with shafts only,
morocco, worth $350, sold for $175 to Hobart; shifting-
top Buggy, roll-up sides, blue cloth, worth $450, sold for
$280 to J. Munn; Sociable, six seats, tan silk coteline, low
dickey seat, by L. Adams, worth $1,050, sold for $500 to
Barton; light extension-top Cabriolet, on platform springs,
blue cloth, pole and shafts, by L. Adams, worth $700,
sold for $500 to Tyson ; glass quarter Coach, low dickey
seat, quadrant lights, tan silk coteline, by L. Adams,
worth $1,300, sold for $875 to Schultz; half-top Park
Phaeton, grey cassimere, seats and top to shift, by J. B.
Brewster, worth $850, sold for $650 to Wright; C-spring
Brett, blue silk, pat. axles and book steps, by L. Adams,
worth $850, sold for $900 to Baxter; %Dog-cart Phaeton,
on platform springs, pole and shafts, by L. Adams, worth
$600, sold for $400 to Ely; Basket Pony Phaeton, with
rumble and umbrella, worth $300, sold for $215 to
Preble; shifting-top Buggy, roll-up sides, in drab cassi-
mere, by L. Adams, worth $450, sold for $227.50 to
Bates ; Six-Passenger Rockaivay, blue cloth, curtain quar-
ters, by L. Adams, worth $900, sold for $565 to R. R.
Barto; Shifting-top Buggy, Lane's pat. springs, cloth
lining, worth $400, sold for $230 to C. S. Sherman; du-
plicate of the last sold for $260 to Honker; halftop Phaeton,
on four springs, drab cloth, by L. Adams, worth $700,
sold for $400 to Preble; square-box road Wagon, cloth,
by L. Adams, worth $325, sold for $165 to Bouton; six-
passenger Depdl Wagon, ribbed body, leather, by L.
Adams, worth $600, sold for $320 to Banks; half-top
Phaeton, two springs and perch, brown cloth, pole and
shafts, worth $500, sold for $205 to Champlin; top Pony
Phaeton, with rumble, blue cloth, worth $450, sold for
$200 to Morgan ; shifting top Buggy, on Lane's patent
springs, blue cloth, by L. Adams, worth $460, sold for
$260 to Perry; shifting-top Buggy, brown, by J. B.
Brewster, worth $500, sold for $375 to Bates; dog-cart
Phaeton, four springs, blue cloth, pole and shafts, by L.
Adams, worth $675, sold for $320 to Gibson; half-top
Under Phaeton, three springs, cloth, pole and shafts, worth
$475, sold for $250 to Townsend; Britzka, platform
springs, blue silk reps, worth $1,000, sold for $530 to
Preble; six-seat Westchester Rockaway, cloth, curtain
quarters, worth $1,100, sold for $615 to Packer; gentle-
man's top Buggy, by L. Adams, worth $475, sold for
$315 to Preble; Cabriolet, on elliptic and platform springs,
worth $800, sold for $495 to Lord & Taylor; Landaulet,
on C-springs, Metropolitan boot, brown cloth, silver
mounted, J. B. Brewster, worth $1,600, sold for $1,100
to Woodward; light Britzka, on platform springs, brown
silk coteline and lace, book steps and storm boot, by L.
Adams, worth $900, sold for $825 to Woodward ; Bog-
cart, drab, pole and shafts, worth $600, sold for $295 to
Brooks Brothers; Landau, combination springs, brown
satin, book step, oil-cup axles, by J. B. Brewster, worth
$2,150, sold for $1,505 to Preble; three-quarter Clarence,
combination springs, drab silk serge, beveled plate glass,
booksteps, oil-cup axles, by J. B. Brewster, worth $2,000,
sold for $1,500 to Bernheimer; eight-spring Landau, hung
on double C or suspension springs, morocco  and cloth,
" the best ironed carriage in the city," by J. B. Brewster,
worth $3,000, sold for $1,940 to Alden;  Circular front
Coupe, extra light, for one horse, blue morocco and satin,
quilted roof, beveled glass, mahogany frames, gold mount-
ings, pole and shafts, " the  handsomest  Coupe in   this
city," built  to order for a man going to  Europe, worth
$1,600, sold for $1,090 to Harrison ; Park Phaeton, plat-
form springs, morocco and cloth, shifting  top and seats,
by J. B. Brewster, worth $1,100, sold for $690 to Faile;
dickey-seat  C-spring 'Victoria,  rich blue satin, fenders,
worth $1,600, sold for $970 to Woodward; Four-in-hand
Drag, rumble, concealed steps to driving seat, " magnifi-
cent carriage for Park," worth $2,500, sold for $1,025 to
Jim. Fiske; McAllister Victoria, for six persons, silk, double
fenders and doors in the sides, by L. Adams, worth $1,000,
sold for $790 to Vansant; three-quarter Clarence, combi-
nation springs, blue satin, gold mountings, beveled plate
glass, by J. B. Brewster, worth $2,100, sold for $1,350 to
Moss; light Brett, on combination springs,  brown silk
and morocco, folding steps, by L. Adams, worth $1,500,
sold for $1,050 to Heath; Dog-cart, two springs, moroc-
co, light enough for the road, by J.  B. Brewster, worth
$450,  sold  for $355   to Bliss; six-seat   Park  Phaeton,
brown cloth, lid to front seat, by L. Adams, worth $1,175,
sold for $625 to Clapp; summer Coach, round body, lea-
ther curtain quarters (squabs for winter), brown cloth, by
L. Adams, Avorth  $1,400, sold for $750 to  Woodward;
circular-front Brougham, platform springs, folding child's
seat, sliding lights, dove-colored silk coteline, gold mount-
ings, worth $1,500, sold for $1,055 to P. McCue ; Alstyne
Coach,  platform springs, blue   silk,  by   Parker,  worth
$1,500, sold for $1,060 to Jennings & Noyes;  Cabriolet,
with child's seat, on platform springs, worth $1,000, sold
for $625 to Humphrey; half-top Phaeton, for four passen-
gers, on four springs, morocco, by Adams & Cone, worth
$750, sold for $410 to Vansant; Park Phaeton, shifting
top  and seats, four elliptic springs, by J. B. Brewster,
worth  $850, sold for  $610 to  Hewett;   four-passenger
shifting-top Depot   Wagon, for  one  or  two  horses, two
seats, worth $750, sold for $400 to Haight; no-top Road
Wagon, elliptic springs, by  L. Adams, worth $325, sold
for ^165 to Brown ;   Wagonette for six persons, leather, by
L. Adams, worth $750, sold for $470 to  Townsend ; no-
top  Depot Wagon, for four passengers, toe board, leather,
by L. Adams, worth $375, sold for $205 to Scofield; one-
horse cut-under Rockaway, four  passengers, high   doors,
1870:
THE   NEW   YORK    COACH-MAKER'S    MAGAZINE
187
leather curtains, pole and shafts,
worth $650, sold for $375 to Doane;
no-top Road Wagon, three-quarter
seat, brown cloth, by Parker, worth
$300, sold for $240 to Vansant;
Pony Phaeton, panel body, by L.
Adams, worth $550, sold for $310
to French; shifting-top Buggy, cloth
lined, by Parker, worth $475, sold
for $300 to Talbot; two Concord
Wagons, worth $122 each, sold for
$80 each; Skeleton Trotting Wagon,
by Lane, of Philadelphia, with his
pat. springs, sold for $85 to Tuthill.
The Wooden Horse, used as a
sign by the establishment, previous-
ly noticed in this Magazine, which
the auctioneer said was " sired by
Old Block," estimated worth $500,
sold for $240 to Bradstreet. Seve-
ral sets of fine harness went off at
very good prices.
¦ Boggs thinks he will take a turn in the country and is surprised to find his horse the same way
inclined.
TRADES-UNION DESPOTISM.
More than once, as historians of passing events, we
have been called upon to record the tyrannical and out-
rageous transactions of a clique banded together undSr
the name of Trades-Unionists, who, with doggish man-
ners, will neither work themselves, nor let others work—
unless on such terms as they dictate. Although fre-
quently brought before the courts, these " roughs " gen-
erally manage to escape just punishment through the in-
fluence of politicians and the agency of legal shysters.
It therefore affords us extreme pleasure to be able to pre-
sent our readers with the record of a recent case where
an individual was brought to grief and mulcted in the
sum of twenty dollars, besides entering into sureties of
one thousand dollars to keep the peace for one year to
come, for an outrage against the rights of another.
The circumstances were these: An Englishman by
the name of Phillips, who only arrived in this country
about Christmas last, preferring to work rather than
starve, took a job at Jacksons' Iron Works, in Four-
teenth street, at less than Union prices. Soon afterward
he was told by one Owen Clarke, that if he continued
work at such wages " he would get a ball through him."
Not heeding the threat, on returning home one evening,
Phillips and Clarke were both passengers on the same
ferry-boat, when the defendant and several other
unionists attacked Phillips, by striking him and after,
ward kicking him from one end of the boat to the other.
These facts were proved by two witnesses.
The defendant being placed on the stand said that he
had been at those works since 1857; that a strike had
existed in this shop since the 15th of December ; he went
up to the complainant and told him that he was doing
wrong in going to those works and working at a reduc-
tion of wages, and that he was taking the bread and but-
ter out of his (defendant's) family's mouths and those of
the families of several hundred men; complainant ans-
wered that he had a perfect right to do so if he thought
well. In cross-examination the witness admitted that he
and other men had followed the complainant and others
from their work.
Mr. Spencer, who appeared on behalf of the com-
plainant, said that he was anxious to say to the court,
that Messrs. Jackson did not wish the defendant to be
more punished than was necessary to warn others from
repeating this offense. They wished to mention the fact
that this man was in all probability acting under an or-
ganization. They wished to say also, on their own be-
half, that during the season they had increased the wages
ten per cent.
Mr. Hummel appeared for the defendant, and the case
was decided against him as before mentioned.
« THE WORLD ON WHEELS."
This work, previously announced as in course of prep-
aration, will be published soon, either by the Editor of
this Magazine, or probably the Messrs. Appletons, that
matter not yet being decided upon. Meanwhile we are
taking subscribers names for the work. Please send us
your name, the money to be paid when the book is de-
livered. Literary men who have seen the MS. say it
will be an interesting and valuable production.
188
THE    NEW    YORK   COACH-MAKER'S   MAGAZINE.
Mat, 1870.
VOLUME TWELVE.
Our readers are reminded that the number for June,
which will be ready on our regular publication day, begins
a new volume—Volume Twelve—of this Magazine. We
trust that our friends and subscribers will be prompt in re-
newing their subscriptions, and forward a Postal order
for the amount without delay. Those who can, will
oblige us by organizing clubs, the terms for which, and
other necessary information, will be found on the first
page of the cover of this number.
CURRENT PRICES FOR CARRIAGE MATERIALS.
CORRECTED    MONTHLY   FOR    THE   NEW   YORK   COAOHMAKER's   MAGAZINE.
New York, April 20, 1870.
Apron hooks aud rings, per gross, $1 a $1.50
Axle-clips, according to length, per dozen, 60c. to  80c.
Axles, common (loug stock), per ft. 7 c.
Axles, plain taper, 1 in. and under, $5.00; 1J, $6.00;  14, $7.00;
li, $9.00;  H, $10.00.
Do. Swelled taper, 1 in. and under, $6.50 ;  \\, $7.00 ;  1^, $8.00;
If, $10.U0; H, $13.00.
Do. Half pat, 1 in. $9; 1J, $10;  1}, $12; 1|, $15.00;  H, $18.00.
Do.   do. Homogeneous steel, fin., $10.00; f, $10;  J, $11.00;
long drafts, $2.50 extra.
C3F~ 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-J- in. and under, $1; larger, $1 a $2.
Bent poles, each $1.00 to $1.50.
Do. rims,  extra hickory, $2.75 to $3.5r>.
Do. seat rails, 50c. each, or $5.50 per doz.
Do. shafts, $6 to $9 per bundle of 6 pairs.
Bolts, Philadelphia, list.    45 off.
Do.    T, per 100, $3 a $3.50.
Bows, per set, light, $1.00; heavy, $2.00.
Buckles, per grs. $ in., $1 ; §, $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, $4.50 a $6.
Carpets, Bruss., $1.75 a $2; velvet, $2.50 a$3.50; oil-cloth, 40 a 70c.
Castings, malleable iron, per 16. loc.
Chapman rubber, $1.25, doz. pr.
Clip-kingbolts, each, 40c, or $4.50 per dozen.
Cloths, body, $3.50 a $5 ; lining, $2.50 a $3.    (See Enameled.)
Cord, seaming, per ft. 35c.; netting, per yard, 8c.
Cotelines, per yard, $4 a $8.
Curtain frames, per dozen, $1.25 a $2.50.
Do.   rollers, each, $1.50.
Damask, German cotton, double width, per piece, $12 a $16.
Dashes, buggy, $1.75.
Door-handles,  stiff, $1 a $3; coach drop, per pair, $3 a $4.
Drugget, felt, $1.25.
Enameled cloth, muslin, 5-4, 32c. ; 6-4, 50c.
Enameled Drills, 45 in., 45c.; 5-4, 40c.
Do.    Ducks, 50 in., 65c.; 5-1, 60c; 6-4, 80c.
JTj^~ 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 $1.50.
Fringes, festoon, per piece, $2; narrow, per ynrd, 18c.
f8T" For a buggy-top two pieces are required, and sometimes three.
Do.        silk bullion, per yard, 50c. a $1.
Do.        worsted bullion, 4 in., 35c.
Do.        worsted carpet, per yard, 8c. a 15c.
Frogs, 50c. a $1 per pair.
Glue, per ft. 25c. a 30c.
Hair, picked, per ft. 40c. to 65c.
Hubs, light, mortised, $1.20; unmortised, $1.   Coach, mortised, $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, 15c; 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,  £ in.  12c; §, 13c. a 16c; i, lead,
door, per piece, 30c.
Nails, lining, silver, per paper, 7c; ivory, per gross, 50c.
Name-plates, $5 for 25, $8 for 50.
Oils, boiled, per gal., $1.20.
Paints.    White lead, extra, $12.00, pure, $13.00 per 100 lbs.; Eng,
pat. black, 20 to 25c
Permanent wood-filling, $6 per gallon.
Poles, $1.25 a $2 each,
Pole-crabs, silver, $5 a $]2; 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, 60c per gross, $5.50.
Scrims (for canvassing), 16c. a 22c.
Seats (carriage), $2 a $2.75 each.
Seat-rails, 75c. per doz.
Seat-risers, Liuton's Patent, $2 per pair.
Seats, buggy, pieced rails, $1.75 ; solid rails, $2.50.
Shafts, $12 to $18 per doz.
Shaft-jacks (M. S. & S.'s), No. 1, $2.40 ; 2, $2.60; 3, $3.00.
Shaft-jacks, common, $1 a $1.35 per pair.
Do. tips, extra plated, per pair, 25c a 50c
Silk, curtain, per yard, $2 a $3.50.
Slat-irons, wrought, 4 bow, 75c. a 90c.; 5 bow, $1.00 per set.
Slides, ivory, white and black, per doz., $12; bone, per doz., $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, $1.75.
Springs,  black,   13c;   bright,   15c;    English   (tempered),   18c;
Swedes (tempered), 26c;  1$ in., lc. per ft. extra.
If under 34 in., 2c per lb. additional.
{3F~ Two springs for a buggy weigh about 23 lbs.   If both 4 plate, 34 to 40 lbs.
Spokes (Best Elizabethport), buggy,  I, ] and lg in. 9£c each; 1£
and H in. 9c each;   1£ in. 10c each.      10 off cash.
$3£T~ For extra hickory the charges are 10c. a 12JC. each.
Steel, Farist Steel Co.'s Homogeneous Tire (net prices):   1x3-16,
and 1 x 1-4, 20 cts.; 7-8 x 1-8 and 7-8 x 3-16, 23 cts.; 3-4 x 1-8,
26 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;   3-16x11-8,  13c;   3-16 x  1,    13c;   3-16  x 7-8,   14c,;'
3-16 x 3-4, 17 ; 1-8 x 7-8, 20; 1-8 x 3-4; 1-16 x. 3-4 23c.
Stump-joints, per dozen, $1.40 a $2.
Tacks, 7c and upwards.
Tassels, holder, per  pair, $1  a $2;   inside, per dozen, $5a$12;
acorn trigger, per dozen, $2.25.
Thread, linen, No. 25, $1.75; 30, $1.85; 35, $1.80.
Do. stitching, No. 10, $1.00 ; 3, $1.20; 12, $1.35.
Do. Marshall's Machine, 432, $3.25; 532, $3.75 ;   632, $4, gold.
Top-props, Thos. Pat, wrought, per set 80c ; capped complete, $1.50.
Do. common, per set, 40c. Do. close plated nuts and rivets, 75a80c.
Tufts, common flat, worsted, per gross, 15c.
Do. heavy black corded, worsted, per gross, $1.
Do.         do.            do.     silk, per gross, $2     Do. ball, $1.
Tui-ned collars, $1.25 a $3 per doz.
Turpentine, pr gl, 50c.
Twine, tufting, pr ball, 50c;  per ft. 85c. a $1.
Varnishes (Amer.), crown coach-body, $5.00; nonpareil, $5.25.
Do.    English, $6.25 to $7.50 in gold, or equivalent in currency.
Webbing, per piece, 65c ; per gross of 4 pieces, $2.40.
Wheels, $12 to $22.
Whiffle-trees, coach, turned, each, 50c ; per dozen, $4.50.
Whiffle-tree spring hooks, $4.50 per doz.
AVhip-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.