PLATE 13.
Vol. 12.
PLATE 14.
Vol. 12.
PLATE 15.
Vol. 12.
EXCELSIOR   PORTLAND. — \  in.  scale
Designed expressly for the New   York Coach-maker's Magazine.
JUxp7ained on page 58.
PLATE 16.
Vol. 12.
IMPROVED    CUTTER. — £  in.   scale
Designed expressly   for the New  York Coach-maker'* Magazine.
Explained on page 58.
VICTORIA    CUTTER. — i   in.   scale
Designed expressly for the New   York Coach-maker's Magazine,
Explained on page 58.
DEVOTED   TO   THE   LITERARY,   SOCIAL,   AND  MECHANICAL  INTERESTS  OF  THE   CRAFT.
Vol.   XII.
2STEW
,   SEPTEMBER,   1S70.
No.
BUSINESS IN CALIFORNIA.
Tue Pacific Railway has given an impulse to the emi-
gration to California, and large numbers of mechanics
from the eastern states are going thither daily. We have
received requests from various sources to give a detailed
statement in regard to the present condition of business
in California, and particularly in San Francisco. We
have taken pleasure in making these inquiries, and in the
answer which we herewith give, we are indebted to a
considerable extent to statistics which have been for-
warded to us from California in the form of reports and
newspaper articles.
In the first place, it should be fully understood that
although life is generally easy in California after one has
become established in business, it is a difficult place in
which to make a start. Having obtained employment,
the road to success lies in paying due attention to the
strictest rules of business, and there is no country in
which this course pays better than there. The mechanic
must endeavor to become very skillful in his trade, for
there is no place in which a good workman gets better
pay or is more sure of employment. He should stick to
one place and one business as far as possible, and more-
over he must be content with slow and sure profits, for
there is so much wild speculation in California that
strangers often imagine it is necessary for them to take
part in it, and they lose their money before they suspect
that they are in peril. Wages are high in California.
The best evidence of the precise rates is found in the re-
ports of the California Labor Exchange, which furnishes
employment to about one thousand persons each month.
The report made in June last says :
vThe truth is clearly that the supply of laboring
people has not been, and still is not sufficient to meet the
necessities of the country, and that our laboring classes
are the most prosperous, and ought to be the happiest
people in the world. The demand has been practically
for common laborers, farmers, carpenters, miners, black-
smiths, cooks, boys, etc. Servants, who, in Great Britain
and in the Continent of Europe, command about $40 or
$50 a year, have been eagerly engaged here at the rate
of $20" to §40 per month as fast as they have offered.
During the fourteen months preceding June, 1869, em-
ployment was furnished to 18,600 persons."
or the 18,600 mentioned above were included
Vol. XII.—7
the following classes, and we have extended the wages
paid them, as shown by the same report of the Labor
Exchange:
	ATo. em-	
Occupation.	ployed.	Wages in Gold.
		($60  to  $100   per   month,  and
Blacksmiths..........	350	•j     board found.
		( $ 2 50 to $ 4 00 per day.
Blacksmiths' Helpers..	42	$ 2 00 " $ 2 50   "      "
Coachmen............	18	$30 00 " $40 00   " month, and
Cabinet Makers.......	81	$ 2 00 " $ 3 50   " day.
Carpenters...........	1,445	$ 3 00 " $ 4 00   "    "
Carriage Painters......	32	$ 3 00 " $ 4 00   "    "
Carriage Builders.....	8	$ 2 50 " $ 4 00   "    "
		( $30 per month in winter—$40
Farm Laborers.......	1,162	•]     to $50 per month in summer,
		(     and board found.
Harness Makers......	39	$40 00 to $65 00 per month, and
Hostlers and Teamsters	58	$30 00 " $50 00   "        "
House Painters.......	182	$ 2 50 " $ 4 00   "  day.
Whip Smiths..........	10	$ 3 00 " $ 4 00   "    "
Wagon Makers.......	34	$ 3 00 " $ 4 00   "    "
It must be understood that the wages which are
shown above are those actually given in May last to
mechanics whose situations were obtained through the
assistance of the Labor Exchange, and, probably, they do
not show the highest rates given, as the best workmen
can generally find employment without their help.
Mechanics who work by the day get from $2 50 to $6
per day, and common laborers from $1 50 to $2*50 per
day, or from $25 to $40 per month. And all the prices
which we have mentioned are in gold, it must be remem-
bered. Indeed,- by careful examination, it appears that
the rates are from 20 to 100, and, in some cases, even
200. per cent, higher than those paid to the same classes
of laborers respectively in New York city. The wages
of Chinamen are 75 cents to $1 a day, if they find their
own board, or from $18 to $20 per month, if it is found.
Those who are "found" usually understand some
English, and have skill which the others have not.
It is much easier to get employment in rough or me-
chanical work than in clerking or keeping books ; and
persons who have no money and no friends able to assist
them, and no special knowledge that will certainly find
50
THE   NEW    YORK    COACH-MAKER'S   MAGAZINE.
September,
them employment, should not go to California with the
expectation of an easy life. It is the men who expect to
make a living by the shovel, the plough the plane, and
the axe, who are wanted. The factories are few and small
relatively, and in many departments the high wages make
it impossible to compete successfully with the cheaper
labor of the Eastern States and Europe. A few articles
are excepted from this rule, most of which are bulky in
proportion to cost, or inflammable.
In the manufacture of carriages California has pro-
gressed very rapidly, and is now very nearly self-produc-
ing in this particular. Indeed, since 1860, the exports of
carriages-have fallen off at least 90 per cent., the cause
being seen in the fact that since that time there have been
established several large carriage factories, where good
work is produced at a price that is lower than the imported.
There will appear no reason why this should not be the
case, when it is borne in mind that all the workmen, as
well as the greater part of the material, come fron* the
Eastern States. It is said that the leading builders in
New York get a higher price for their carriages in their
own warerooms than can be obtained for the same when
brought here ; and the ruling prices of New York are
generally higher by 10 or 15 per cent, than for the best
work produced in San Francisco.
The manufactures of California are now nearly all in
San Francisco, and are driven by steam ; but there is an
abundance of water-power along the base of the Sierra
Nevadas, and there are many unoccupied sites for steam
factories better than any now in use. There is room for
great development of. manufactures on the coast, atid
those persons who are establishing themselves there, so
as to take advantage of the turns of events as they come,
stand in a fair position to make fortunes. The building
up of extensive mechanical industry is inevitable. The
great distance of California from the North Atlantic States
will make continued importation of many articles impos-
sible ; and an additional protection exists in the fact that
in consequence of the national debt, the high tariff will
probably be continued many years.
The fare from New York to San Francisco by the Pa-
cific Railway is $140, currency, for first-class passage,
and $110, currency, for second-class. It takes six days to
travel these 3,300 miles. From Boston, the Erie Rail-
way now offers first-class fare for $139.25. It is very
probable that the fares will be reduced as soon as competi-
tion grows, and as the distance is shortened by opening
new routes. Even now emigrants are carried in freight
trains from New York to San Francisco for $75.
In regard to the expenses of living the-California Alia
says : " The price of boarding without lodging in the best
hotels in San Francisco is $12 per week, and the ordinary
charge at good hotels is from $2.50 to $5 per day. The
charge for board and lodging for poor people is from $20
to $40 per month, and for those who have means to live
comfortably it is from $40 to $75. Houses well furnished,
with six or eight rooms, bring from $30 to $40 per month
when on retired streets, and from $40 to $80 on fashion-
able streets. In the smaller towns, the rents are from 20
to 50 per cent less. The cost of living is greater in Cali-
fornia than in any other country, but it is not so great
relatively as the rates of wages and the general profits of
business. Indeed, the wages are so high that a man with
a good trade and economical habits can accumulte a little
fortune in ten or fifteen years, by putting his money in
the savings bank, which is, next to a home and a man's
own business, the best place for money. .The savings
banks generally pay ten per cent, per annum and the in-
terest compounds semi-annually, so as to double the prin-
cipal in eight years."
In conclusion we append several rules which are ap-
plicable to persons making a start in business in Cali-
fornia as well as elsewhere.
1.  Stick to your craft and master it thoroughly.
2.  Be industrious, working as hard to save a dollar as
to  earn one, living within your income, and laying by
something every month, no matter how little it is.
3.  Invest no money in business which you do not un-
derstand, or which you cannot oversee.    If its conditions
are different from those to which you are accustomed,
commence slowly that you may learn the changes and at
little expense.    Beware of speculation.
4.  Before leaving home, read carefully all the acces-
sible books about the parts into which you intend going.
To those who intend removing to California, we would re-
fer them to the following books to begin with :   " The Re-
sources of California," by John S. Hittell, which treats of
the climate, botany, agriculture, mining and  scenery of
the State.    A similar work is " The Natural Wealth of
California."    " The Report upon the Mineral Resources,"
by J. Ross Browne, is devoted mainly to the mines.
As a rule, we are opposed to hasty and extensive emi-
gration, but in a new country like these United States it
is but a feature in its natural growth. To those desiring
to emigrate, we know of no State which offers such ad-
vantages and so brilliant a prospect, and we believe that
where the right sort of men take the step, and make up
their minds to follow the ordinary rules of business en-
ergy and business prudence, California will make them
a good home in the end.
COL. B. C. SHAW, OF INDIANAPOLIS.
When the tocsin of war was sounded in 1861, thou-
sands of brave hearts left the arts of peace behind and
rushed to the defense of the starry flag; and then, again,
after the fire and smoke of the conflict had cleared awayj
many returned to their office or workshop, quietly resum-
ing the duties of civilians, and performing them as un-
ostentatiously as they had done in acquiring distinction
and honor as soldiers. That a man can be alike efficient
in the storm of battle and the quiet walks of life, is illus-
trated by this sketch.
Col. B. C. Shaw was born at Oxford, O., in 1832, in
which vicinity he remained during his early years. He
received but a limited education in a country school,
which was only open for three months during the year.
In 1845 his father died, leaving him to the care of a
mother who, though poor in purse, was rich in those
Christian virtues which make a woman all that a woman
shou d be; and to the precepts and principles instilled
into him in childhood, by his mother, Col. Shaw attributes
whatever success he may have achieved.
At the age of sixteen, having placed his mother in the
most comfortable situation their limited means would
permit, he started, on foot and alone, for Greensburg,
Indiana, to become an apprentice in the shop of an older
brother, who was carrying on the wagon trade at that
place. Here he served his time, as an apprentice, worked
as a journeyman, and became a proprietor, in a small
1870.
THE   NEW   YORK    COACII-MAKER'S    MAGAZINE
51
way, until 1861, remaining at that town all the time, with
the exception of two years, when he was out "on a
tramp " as a journeyman.
In 1861, Mr. Shaw considered himself one of the
seventy-five thousand loyal able-bodied men called for by
President Lincoln to suppress the rebellion, and enlisted
for the three months' service in company F, of the 7th
Indiana Infantry, of which he was unanimously elected
Second Lieutenant. Upon the organization of the regi-
ment, Mr. Shaw was made First Lieutenant, and so
served during the three months' service, in West Vir-
ginia. When its term had expired, the soldiers satisfied
they had done their duty at Phillipi, Laurel Hill, and
Carrick's Ford, were welcomed home with much enthu-
siasm.
Mr. Shaw did not intend to immodiately re-enter the
service, although war still raged on the Potomac, but the
reverses at Bull Run and elsewhere made him think his
duty was in the field, and required him to help recruit
the grand army which was to drive back the rebels, now
pressing forward elated with success. So, in August,
1861, he called some of his former comrades around him,
and commenced the reorganization of his old company,
and in five days the ranks were full. The company was
organized as Co. G, of the 7th regiment, for the three
years' service, Mr. Shaw being captain. The regiment,
as is well known, served with great distinction in West
Virginia, under Reynolds, Lander, and Shields, and in the
army of the Potomac. In more than a hundred battles
and skirmishes, the red blood of these sons of Indiana
ensanguined the soil of the Old Dominion.
At the battle of Greenbriar, Captain Shaw was pro-
moted to be major of his regiment for meritorious service.
At the first battle of Winchester, where Gen. Kimball
met and disastrously defeated Stonewall Jackson, Major
Shaw performed a more rash and perilous act than one
would suppose him capable of, judging from his quiet and
unassuming manner. In the charge of the brigade on
the celebrated stone wall, behind which was posted a
battery and seven regiments of rebel infantry, they were
led in close column within sixty paces of the rebel front,
while grape and cannister cut through the ranks by
platoons. The moment was critical; no order had been
given to deploy into'line, and the column had, of course,
come to a halt. At this juncture, Major Shaw, growing
impatient at the delay and slaughter going «n, rode into
the middle of the column, and ordered the deploy move-
ment of the two regiments. This placed him in an ex-
tremely hazardous position in front of the enemy, where
the bullets were flying thick and fast; his horse received
five bullets through the body, and was killed, and Major
Shaw was dashed to the ground. Here he lay, uncon-
scious of what was going on, during the battle, while his
gallant comrades, thanks to his daring, were deployed,
and whipped the rebels.
From the effects of the injuries received in this battle,
and the extreme hardships and exposure of the next three
months, Major Shaw's health rapidly declined, until it
was impossible for him to be of any service to the
Government, and he, therefore, resigned his position, and
returned home to recuperate and to attend to private
affairs, anticipating that the comforts of a home would
soon restore him to health.
In 1863, Col. Shaw became so reduced in health that
his life was despaired of, and Gen. Rosecrans sent him a
discharge, accompanied by a complimentary special
order.
After his return home he came to Indianapolis, and
formed a partnership in the carriage business with Mr. S.
W. Drew, on Market street, which continued for two
yeai's, when, in 1865, Col. Shaw started business by him-
self, in a small way, on Georgia street, where his present
establishment now stands. His trade steadily increased
until November 29th, 1868, when a fire swept away the
earnings of years. The fire occurred on Saturday night,
and on Monday, workmen commenced clearing away the
debris, and rebuilding the shops, and business recom-
menced.
Early in the year 1869, a new partnership was formed
with Mr. S. R. Lippincott, of Richmond, Indiana, and
Mr. Conner, who had been a partner of Col. Shaw, at
Greensburg, and had conducted business at that place for
the firm, while he was in the army. The partnership
still continues, and the firm is one of the best and most
prosperous in the State, their business last year amount-
ing to $90,000.
PUBLIC DRIVES.
Most of the capital cities of the Old World have one
source of healthful recreation entirely unknown among
us.    I allude to what may be called their public drives.
The Romans have theirs on the Corso, one of their
principal streets, about two miles in length, inclosed
with public buildings and splendid palaces. The Vien-
noise have their favorite public drives on the Prater, a
beautiful wood near Vienna, tastefully laid out for the
purpose, and commanding fine views of the neighboring
mountains. The BerKners have their public drive in their
Unter den Linden, one of their principal streets, one hun-
dred and seventy feet wide, and adorned with stately
lime trees. The Parisians have their drive in the Bois de
Bologne, a beautiful wood near the gates of Paris, adorned
with lakes, jets, fountains, statues, and flowers. The Lon-
doners have their drive in Hyde Park, one of the finest
drives in the world, situated in the very heart of London.
The Havanese have theirs on their beautiful Passeo, just
outside of the city, and the Mexicans have theirs on their
Alemada, a long, wide, and splendid avenue, in the city of
Mexico.
Those public drives do for the whole body of the
people of a given city what the drawing-room does for
only a very small and a very select part of them; it
brings them together at stated periods of the. day. The
public drive is a citizen's levee in the open air. Instead
of the usual cake and wine, there is air and exercise. In-
stead of the accustomed cards and compliments the guests
look out upon the sky, and venture or not at the beck
and call of the sun and the clouds and the winds.
All the principal families in those cities, make it a
point to appear on the drive at a certain time or times in
the day or evening. Every conceivable style of jaunty,
and elegant equipage and turn-out may then be seen, from
the cabriolet of the humble cit, to the coach and four,
footmen and out-riders of the duchess, and the courtier,
or of royalty itself.
On many of the best planned and conducted of them
the carriages move up the way quite slowly on one side,
and return on the other; so that friends and acquaint-
ances on the drive are quite sure to meet and find an
52
THE   NEW   YORK    COACH-MAKER'S   MAGAZINE.
September,
opportunity to salute, if not to exchange congratulations
"with each other. The space between is occupied by
equestrians, who are privileged to pass from carriage to
carriage, where they happen to have friends; paying their
•respects and greeting each other. "Where those public
drives have become one of the social and recreative
institutions of the people, as in the places that I have
named, they constitute decidedly the most striking, the
most pleasing, and apparently the most popular, cherished,
healthful, and invigorating source of enjoyment in the
whole city.
It is said that a Roman family of patrician blood
would sooner give up one meal a day, and keep to their
beds all morning to save firewood, than forego their drive
on the Corso. The Viennoise, from the Emperor down,
every evening flock in crowds to their beautiful Pra-
ter, overlooking the Danube; some in carriages, some
on horse-back, and more on foot. The drive in Hyde
park is peculiarly the show place of all England.
There the stranger will see in one day more of the beauty
and fashion of Great Britain, more of her statesmen,
orators, poets, and divines, more illustrations of her wealth
and her social customs, than he could see elsewhere with
the aid of the best introductions in a month. It is a
grand drawing-room of the privileged classes of the
whole realm, and its windows thrown wide open to ob-
servers.
Nor do these drives constitute a source of recreation
for the independent and privileged classes alone. Most
of these public drives are lined with wide and well-shaded
sidewalks; and these, at the same time, are usually well
filled with pedestrians, who seem' to enjoy the pagentry
as well as the best mounted and provided on the drive.
It can readily be conceived that those public drives,
where social union is added to healthful exercise and
sweet air, should draw out daily very many of the in-
valid and the indolent, who would hardly avail themselves
of the privilege, if that air and exercise was to be taken,
as with us, without the savory salt of sociability. There
is no one thing in all the world that so charms and cheers
the heart of man as the sight of the human face and the
sound of the human voice. For those he will leave in-
stantly all other sights and sounds in the universe. But
if, as on those great public drives, it is a place and occa
sion where ^acquaintance meets acquaintance, and friend
meets friend, where notabilities congregate, and where
man and woman both appear in their best estate and
happiest mood, it is easy to see that it must constitute a
most efficient aid and incentive to healthful recreation.
Now, while our country is young, while our cities are
growing, and-what is now the suburbs of the town will
soon be the center, is the time for our citizens in every
part of our land to move in this matter. No city should
be without its great public drive. The time will come,
and soon enough, too, when it will be life almost to the
infirm and the invalid, length of days to the man of
leisure, health and cheerfulness to the confined and weary,
and a great ever-increasing public blessing to each and
every one of her citizens, as well as to the stranger within
her gates.
Some of the American cities have already moved in
this matter; and among these prominent American parks
may be mentioned with pride the great and justly cele-
brated one of this city, Prospect Park of Brooklyn, Fair-
mount  of Philadelphia, and Druid Hill  of Baltimore*
For some time past Boston has been discussing the
subject; and, before long she will, doubtless, be provided
with a place mere suitable for ihe wants of the public
of that city than Boston Common now is.
We suppose that coach-makers understand what a
great help lies in the establishment of these pleasure
grounds. The value of the result which accrues to them
is beyond all estimate; for parks not only increase the
demand for carriages very much, but they cultivate the
taste, and thereby improve the styles. If a man has no
pretty place in which to drive, it is useless for him to
keep a fine pleasure carriage; but if such a place is af-
forded, and all his neighbors and his friends are seen there,
he finds a carriage a necessity ; and if he does not, his
wife will. Every carriage-maker should say a good word
for the park.    It is his benefactor.
SONG FOR HOOAM AN' T' SHOP.
Tune—" Oh! I've just mended f fire wV a cob."
An English friend has kindly written out for us this
old Yorkshire ditty, which, we think, will interest many of
our readers. It is a puzzle, as it abounds in colloquialisms
which obscure the meaning in some cases, but the moral
is good.
Nah, .lass, oh've brout t' money to neet,
Wechaht even 'avin a gill;
For wonse tha shall doo as tha loikes,
An' spend it just which way tha will;
But tha knows t' house mun look strait and clean,
If oh'm not to be allis gooin' aht;
If oh fond ony comfort at hooam
Oh should'nt gooa rakin abaht.
Tha knows when oh goo ta t' Cross Keys
Oh havn't ta wait for me tea ;
Y'beers ready as soon as oh call,
An' o'hm oil reight at wonse—dost 'a see ?
There's allis a reight jolly fire,
And t' papers fur them as can spell;
An t' landlord as pleased as Punch,
To 'and yev a leet wi a spell.
But tha knows as oh'd rayther cum hooam
An' 'ave a warm drinking wi' thee;
If tha would but 'ave t' things reight and square,
An' oh' addent ta wait fur me tea.
Sooah nah shall see what ta'll do:
Here's thirty shillin to spen;
That's enough to buy all we shall want,
An' thaTl 'ave summat left fur thyseo.
There's a stake i' th' oven just dun;
An' here, ready mashed, is thee tea,
Here's sum bread at oh've just baked my sen,
An' sum butter as fresh as can be.
Tha '11 find it far better than beer
Wi' thee stomach and 'eead ta agree;
Tha shall ollis 'ave comfort enuff,
If tha'll but bring t' money ta me.
Ther's a clean shirt on t' astner ta warm,
Soa get thvsen weehed when tho's dun,
An' we'll then 'ave a short woke dahn't tahn,
Ta see if ther's oun goin' on ;
An' oh mon't forget while we're aht,
Ta get some new shirtin' for thee.
Tha shall ollis 'ave comfort enuff,
If tha will but bring t' money ta me.
An' soon tha '11 be able ta get
A new sewt o' cloas ta the back,
(A noist sewt for Sundays tha«knows,)
Weehaht 'aving ta gooa ta t' cheap-jack.
1870.
THE    NEW   YORK    COACH-MAKER'S    MAGAZINE.
53
Oh shud loike ta seo thce look spiff
As when furst oh kept cump'ny wee thee.
Tha shall ollis 'ave comfort enuff
If tha will but bring t' money ta me.
An' we'll get toathy moor thing fur t' house,
A clock and a bit of a rug,
A sofa an' a' arm chair for thee,
Fur oh know as thee loikcs to be snug;
An' tho'll seehah I'll keep it all streigtit,
An' as clean as a palace fur thec!
Oh'll defy t' Croo Keys or owt else,
If tha will but bring t' money ta me.
THE PAINTER'S SECRET.
Continutd from page 40.
The sad convoy slowly made its way through the
streets till it stopped in front of a house, the windows
of which were all closed, with the exception of the two
upper ones—those of Castano's room.
" He is not in bed yet," said one of Domenico's ser-
vants.
" He is never idle," returned the other ; " I believe he
paints in his sleep ! "
"Haste ! Let me but see him !" the dying man faint-
ly uttered.
One of the attendants pushed forward before the
rest, to give some little notice to Castano of the catas-
trophe. Had a presentiment of the fearful sight that
awaited him preceded the announcement, so that, as the
door opened, Castano appeared panting, as if after a long
race, and gasping for breath, with laboring chest and
dilated eyeballs, as if under the influence of some terrible
nightmare ? None doubted but that it was the sudden
shock thus breaking upon the late vigils of this devoted
lover of his art that had made him thus—with cheek pale
with horror, and palsied limbs, and teeth chattering to-
gether—stand gazing on the form of his murdered friend.
The bearers now laid their sad burden on the bed, displac-
ing a dark mantle as they did so.
Had the fresh blood-drops staining its folds been there
previously, or had they fallen from the dying man as they
lifted him to the couch ]
And now Domenico took the cold and trembling hand of
Castano, and, feebly but tenderly pressing it, said to him,
in broken, accents—broken, not by his own groans but
by those that every moment burst from his pupil.
" There is no hope. I know not whence came the
blow. I had no enmity to any one, though I had no
friendship for any one save you, dear Castano ! I did not
know that you loved me so much. This box contains my
will, and in it is my secret. I ask you only to finish this
—my last picture. Pledge yourself that this will be done
to-morrow."
Castano spoke not, moved not. His whole attitude,
his every feature, told not of grief, but of desolation and
despair. All night he sat by the couch of Domenico.
It was a relief to turn from that ghastly face, and the glare
of those tearless eyes, to the countenance of the dying
man.
The old painter lingered until the middle of the next day
and then expired in the arms of his heir. That very day, to
the surprise of all, Castano set to with vehement energy,
and the picture was finished with coloring of extraor-
dinary richness and brilliancy, and of the same consist-
ence and durability as that of the master.    The longing
desire of his soul was gratified, the object of his life at-
tained ; but how different was now the estimate of the ob-
ject, and the price he had paid !
He had murdered his friend that he might put oil a few
years sooner in his coloring !
The shout from the pupils, whom he had assembled, as
they supposed, to exhibit to them the proof that he was
indued master of the secret for which they knewtiot that
he had paid such a fearful price, was hushed into a dead
silence as they gazed upon him. Instead of the triumph-
ant glance of successful art, they met the despairing look
of that sunken eye; instead of the cheerful accents of
hopes of future unchecked progress, they heard the hollow
tones in which he told them his work was forever ended,
his purpose forever broken off; and instead of proud self-
gratulations and haughty consciousness of being their
master, and henceforth unrivalled amid his cotemporaries,
there came the confession of his wretchedness and guilt,
and solemn warning to beware of the sophistry that dje-
ludes into the belief of exceptionable exemption from
keeping the universal and immutable law of God, in fancied
peculiarity of individual circumstances.
"I succeeded in deceiving myself; but God is not
mocked, and this hand can never hold a pencil or mix a
color. But," he continued, " I will not tempt you as I was
tempted.    The secret shall be yours."
And he instantly read for them Domenico's will. And
thus it is that the artist's cherished secret—the secret of
painting in oils, the art of staining indelibly—has, from
palette to palette been transmitted to us of later genera-
tions.— Western Soldier's Friend.
CARRIAGE  LIBRARY.
A library is a powerful educator, and we believe it
would be of great value to both employer and employes
if a well-selected one, consisting mostly of mechanical
books, were established in each large carriage factory.
In order to illustrate how good and practical a library
for carriage-makers can be made up, and to render more
available the suggestion we have made above, we present
the following list of books and publications in English
which relate directly or indirectly to carriage-making.
We do not think this list is by any means complete, but
it shows how good a beginning can be made, and we in-
vite the co-operation of all our friends in suggesting to us
all other publications of a similar nature with which they
are acquainted. With their assistance we hoj^B in a few
months to present a full list of coach-making works, and
we trust the show of titles will make so favorable.im-
pression on some of our readers that they will be induced
to carry out our suggestion and establish a shop library.
" English Pleasure Carriages." By W. B. Adams.
Published in London in 1837.
" Chevreul on Colors." By M. E. Chevreul, Direc-
tor of the Dye Works of the Gobelins in Paris. Trans-
lated by John Spanton, and published in London. Finely
illustrated by 17 colored plates.
" Hints on House-painting :" Treating of Painting
and Colors, and How to Use them. By J. W. Masury,of
New York.    Price, 50 cents.
"How shall we Paint our Houses'?" By J. W.
Masury, of New York. Contains many useful sugges-
tions about paints and contrasts of colors.    Price, $1.50.
"Painter,   Gilder    and   Varnisher:" Treating of
THE   NEW    YORK    COACH-MAKER'S   MAGAZINE.
September,
Painting, Gilding, Sign-writing, Coach-painting and Varn-
ishing, together with appendix giving a synopsis of Chev-
reul's Principles of Harmony and. Contrast of Colors."
Price, $1.50.
" Construction of Wheel Carriages :" An essay by
Joseph S. Frey.    Published in London in 1820.    Rare.
" Treatise on Carriages and Harness." By W.
Felton.* 3 volumes. The copies in our possession are
from the third edition, and dated 1805. The original
edition was published in 1796 in. London.    Very rare.
" Essay on the Construction of Roads and Car-
riages." By Richard L. Edgevvorth, F.R.S. Published
in London in 1813.
" English Carriages." By F. W. Fairhold, F.R.S.
Three chapters in Art Journal for 1847.
" Artisan's Report" on Paris Exposition of 1867.
"Report of Juries," London Exposition of 1851.
" The Hub," a montTily journal for the carriage-shop,
jjublished in Boston, and edited by Geo. W. W. Hough-
ton.    Price, 50 cents per year.    1 volume.
"The Harness and Carriage Journal," a weekly,
published in New York.    Price, $3.50.
"The International Journal," published in Phila-
delphia.    Price, $3.
" The New York Coach-maker's Magazine." $5 per
year. This is now in its twelfth year. We give below a
brief description of the eleven volumes which have been
published and the prices at which we can furnish them.
These volumes furnish designs of about 475 vehicles,
including sleighs; 750 inside engravings; 50 ornaments
for the painter; and 50 original monograms. In a word,
the contents (nearly all of a practical character) possess a
living interest, which makes them valuable as a prominent
fixture in the office of every American coach-maker. The
eleven volumes cost but $35.
Vol. I.—June, 1S58J to June, 1859. In numbers, $3.
Bound, $3.50. Contains among other things, examples in
the French rule, applied to American carriages ; lessons
in carriage-drafting; the history of coach-making; and
the biographies, with portraits, of James Brewster, Jason
Clapp, and Wm. D. Rodgers.
Vol. II.—June, 1859, to June, 1800. In numbers,
$3. Bound, $3.50. Besides a variety of other matter,
this volume contains lessons in the French rule ; "the con-
clusion of the history of coach-making; the entertaining
biography of Caleb Snug, Coach-maker; and the biogra-
phy and portrait of John C. Denman.
Vol. ill.—June, 1860, to June, 1801. In numbers,
$3. Bound, $3.50. Among the contents are, the Anglo-
French rule; siftings from the diary of a coach-maker;
William's tramping coach-maker in the Western country ;
instructions in painting, under the head of " Gossip for
the Paint-shop ;" and the biography and portrait of Robt.
N. Campfield.                                    •
Vol. IV.—June, 1861, to January, 1863. In num-
bers, $3. Bound, $3.50. Contains—what a traveling
jour, saw "out West;" rise and progress of carriage-
making'in England; motive-power of wheel-carriages;
how to paint a carriage; and the biography and portrait
ofH.S. Williams, &c.
Vol. V.—January, 1863, to May, 1864. In numbers,
$3.50. Bound, $4. In this volume, the motive-power of
wheel-carriages is concluded ; composition of paints ; the
Tierville Miscellany ; Roman carriages; the biography
and portrait of the Editor, &c.
Vol. VI.—June, 1864, to June, 1865. In numbers,
$4. Bound, $5. Contains more of the Anglo-French
rule; a complete history of the perch-coupling nuisance
(with diagrams) ; mechanical power and friction; Ede's
work on steel, complete; an amusing history of the early-
opposition to coaches; the biography and portrait of
Henry Harper, &c, &c.
Vol. VII.—June, 1865, to June, 1866. Very scarce.
Bound, $6.50. Contains a complete dictionary of coach-
maker technical terms; more examples in Anglo-French
carriage construction ; pictures from Pompeii; biography
and portrait of O. E. Miles, &c, &c. As we have but few
volumes left, we prefer not selling this one unless in a set.
Vol. VIII.—June, 1866, to June, 1867. In numbers,
$5. Bound, $6. Contains a series of Illustrations of an-
cient carriages; all about the clip-king-bolt affair; more
of the French rule; improvements in springs from early
times to the present; biography and portrait of Rufus M.
Stivers, &c, &c, &c.
Vol. IX.—June, 1867, to June, 1868. In numbers,
$5. Bound, $6. Contains a series of articles on Egyp-
tian chariots ; theory of colors ; screAV-driver discussion ;
French rule and a great variety of light carriages. The
story of the Blacksmith's Daughter, "by H. S. Williams,
in six chapters, is worth all the volume costs.
Vol. X.—June, 1868, to June, 1869. In numbers,
$5. Bound, $6. Contains a series of articles on As-
Syrian and Persian chariots; also the "Boss' Story," by
the popular writer, H. S. Williams; a series of practical
articles on coach-painting, blacksmithing, and trimming,
and several chapters of the French rule as applied to
American carriages.
Vol. XI.—June, 1869, to June, 1870. In numbers,
$5. Bound, $6. Contains the "Adventures of Three
Jours.," by H. S. Williams; sweeps for scale-drafting; a
treatise applying the French rule to the wood-work of
carriages, translated directly from the French, and in-
cluding all the latest improvements; the French rule ap
plied to the framing of sleighs ; a series of articles on the
science of colors, and miscellaneous articles on coach-
painting, blacksmithing, trimming, etc.
_ In subsequent numbers we shall publish lists of coach-
builders' books which have been published in foreign lan-
guages. We have some in our own library in Latin,
French, German and Italian, and we earnestly request
our friends to assist us in swelling the lists.
DRIVING IN NEWPORT.
The pleasantest time in Newport is between half an
hour before sunset and dark. The sky and the sea are
lighted up with golden, rosy, and purple hues, that extend
from one horizon to the other, and span the hemisphere
with the softest and most beautiful tints. The ocean
seems to be dreaming of its own calmness, and the distant
sails flash up against the blended cloud and wave like
spirits risen from the deep. There is a hush, a sweetness,
and a beauty over all the sea that fill the mind with rest
and wreathe the future into fairest shapes. That is the
time for driving, which, in spite of the absence of a beach,
is the best pleasure we have. Ocean and Cedar avenues
are kept well watered, so that a seat in an open carriage,
behind a pair of good horses, insures a very eniovable
airing.                                                               J J
The turnouts here are generally handsome, but often
1870.
THE    NEW    YORK    C 0 AC II-M A K Elf S    MAGAZINE.
too showy and tawdy for good taste. Persons who
claim t) be sensible would do well, I think, to dispense
with a liveried coachman, since he is the first acquisition
that a wealthy nobody without culture or manners is cer-
tain to secure. It is easy to distinguish parvenus by their
super-abundant display of liveries and coats of arms,
when tne fact is notorious that most of their ancestors had
no arms to their coats. I do not wonder that Europeans
laugh at our boasted republicanism, since the first effort
of the common American, after he has made money, is to
ape the nobility of the Old World. Our best people are
not considered, and so it happens that we are made to
appear like a nation of snobs and flunkies. Who has not
been- mortified abroad at the wretched folly of our
countrymen, notably our countrywomen, seeking intro-
ductions at court, and obtruding themselves' upon those
who had nothing to distinguish them but rank and title"?
When will the average American learn that pretense
alone is vulgar, and that the original spelling of the word
gentleman was with three letters 1
The most "stunning" equine-and-vehicular exhibitions
are made of course by James Fisk, Jr., and after him
follow Lester Wallack, John Hoey, the great believer in
printer's ink, Helmbold, and various others, who are
anxious to advertise their fondness for spending money
for the sake of show.
CENTRAL PARK TURNOUTS.
In the Central Park there is seen as yet but one six-
in-hand team, and twenty-five four-in-hands. Among the
four-in-hands especially admired is that owned by Mr.
William M. Tweed. The leaders are iron grays, and the
wheel horses bays, with finely carved necks and graceful
action. Colonel Fisk is soon to bring out his six-in-hand
team, consisting of three black and three white horses.
The harness for this team is thus described by a contem-
porary :
The bit-bosses which are to be fastened to the sides of
the bits are of heavily plated gold, each bearing the mon-
ogram " J. F., Jr." The bits are of nickel plate. The
martingales, which are gold-plate, are very heavy, and
each of them carries a center-shield, on which the mono-
gram again appears. The gag-drops are gold ; so are the
brow-bands and the coupling rings. Below each of the
rings, a shield will dangle, and on this shield the Fisk mo-
nogram, will again appear. The twelve rosettes to be
worn by the horses will be of gold, each illustrated by
the Fisk monogram. The hooks, tenits, hames, and
buckles are all gold, as are also the drops, face-pieces, and
pads. The hames will cost 13,000, the mountings $1,000,
while the whole equipage, including horses and carriage,
will cost $35,000. Over one hundred and forty mono-
grams appear on the harness.
faint %
JAPAN GOLD SIZE.
The following essay appeared in Th^Hub, in reply to
a prize offer, and out of about ten competitors it was the
one which took the first prize, a watch. It was written by
Mr. C. O. Wolcott, who was lately a carriage-painter in
the factory of Henry G. Powers & Co., of Brooklyn, N.Y.,
but who is now, we understand, connected ' with Messrs.
Masury & Whiton, paint dealers, of this city. It gives a
g*ood review of the Japan Gold Size which is beginning
to be come established in this country :
Why is Japan Gold Size superior as a dryer to com-
mon Japan 1 To this question numerous answers can be
given, and after a year of experience in its use I am able
to claim the following advantages :
1.  It will not cause paint to crack or flake off.
2.  It is a good drier, and yet elastic.
3.  It is a perfect binder and hardener.
4.  It is very pale and does not discolor fine paints.
5.  It will resist dampness instead of absorbing it.
6.  Its use insures safety against the crawling of var-
nish upon color.
7.  The ease with which it can be worked renders it
possible for a poor workman to apply a good coat of color,
thereby lessening the number of spoiled jobs.
8.  It is preferable because seventy-five per cent, of
Japan Gold Size will do more work and better work than
one hundred per cent, of common Japan.
9.  It is cheaper, as we shall try to prove in the end.
I make the above claims from actual experiments, and
although I do not propose to take up each point alone and
to discuss each separately, I hope to touch every vital
point, and, if possible, to convince every practical and un-
prejudiced mind that the claims for Japan Gold Size are
but simple facts.
It is a fact well known among carriage painters that
common coach Japan is a brittle, lifeless substance, and
so far as durability or any binding qualities are concerned,
it is worthless. It is also very dark, and its use affects
very materially the beautiful tints of our finest colors.
Now, we will suppose that all first-class shops are using
the Permanent Wood Filling, and if there are any who
are not using it, let me say to all such that you are stand-
ing in your own light,and sooner or later you will discover
that the men who keep pace with the age are excelling
you in time, finish, and durability. Every painter who is
not fortunate enough to hold a position in a shop devoted
exclusively to the building of new work, knows that
there are a multitude of small jobs to be done, such as
spokes, hubs, parts of rims, perches, shafts, springs, and
axles, etc., and those small jobs are looked upon by some
as of very little consequence. But painteas who are
alive to the interests of their employers know that all
such jobs are of vital importance. We are often expected
to finish such work on the same day we receive it
from the wood shop or iron worker's, and we are also
expected to do them in a manner that shall make them
lasting. Just now, let me ask—have we ever been able to
do this with lead and oil ? If this is not accomplished, how
soon are we painters assailed as worthless. It is just here
that the Permanent Wood Filling and Japan Gold Size
step in, and in them the painter finds two friends which
will insure him speed and durability in his hurried work.
To illustrate this, let me give an example.
I receive, say, at 10 A. M., an old wheel in which five
new spokes have taken the place of as many broken
ones, and I am told that it will be called for at noon. I
apply a coat of P. W. F. to the spokes, then wipe it off
with a cloth, and at once apply color, mixed with Japan
Gold Size. The spokes can be striped in fifteen minutes,
and at the end of half an hour they may be finished with
varnish.     I do not pretend that such is a fine job, but as
5G
THE   NEW   YORK    COACH-MAKER'S   MAGAZINE.
September,
an extreme case it illustrates well. I have clone hundreds
of small jobs In this way, and in no case have I ever seer
one crack or flake.
Again, you may apply a coat of P. W. F. to a spring
or any piece of steel the last thing at night, and give it a
coat of Japan Gold Size color the next morning, and it
will not crack. I have known a job done in this way to
run five months and show no signs of giving way. It is
very justly claimed that the Permanent Wood Filling is
elastic; it is especially so when applied to iron and steel,
and when we find a drier and hardener for our colors that
can be used directly 6Ver this elastic coat in so short a time,
is it not worthy the attention of every carriage-builder in
the land? I submit the question to those painters who
are to-day painting by the old method, lead, oil, and
Japan, and ask—Can you with such dispatch turn out
jobs that will stand for any length of time? We have
been using Permanent Wood Filling and Japan Gold Size
upon all our work, both bodies and carriage parts, for
more than nine months, and have yet to see one carriage
which has shown the slightest appearance of cracking or
chipping off. By the use of the two articles above named
we are enabled, in building a carriage, to make a saving
of at least ten days' time over the old method of painting
as practiced in New York, and a saving of from thirty to
sixty days as compared with carriages built in some of
the New England cities. We feel perfectly willing to test
our work by the side of work done by the old method,
and no matter how much time has been occupied in paint-
ing the latter, we firmly believe that ours will be found
equal, in fullness, brilliancy, and durability.
It is a well-known fact that if color be made too glossy
from the use ofj;oo much Japan, varnish will crawl upon
it. But I care not how glossy color may be made with
Japan Gold Size, I have never known varnish to crawl
over it. And here we derive a great advantage over
common Japan, as all of our colors are not always mixed
by expert workmen, and they are liable therefore to
trouble the varnisher sometimes in this way. Japan Gold
Size is very pale, also, and does not mud your carmines,
lakes, and other fine colors. It works very free, and will
not curdle when mixed with raw oil, and colors mixed
with it will cover well, and will not thicken. Any color
mixed with this drier will resist dampness two hundred
per cent, better than common Japan colors.
But I must hasten to speak of Japan Gold Size as a
perfect binder. We will take a body, give it one coat of
P. W. F., and, after a proper time for hardening, apply a
coat of rough-stuff, mixed with common Japan as a drier
and varnish as a binder, and I admit that varnish is a
good binder, if the right kind is used and it is used in just
the right proportion. We rub this to a surface, and feel
quite satisfied with its appearance, for it looks well to the
eye and feels well to the hand. But let us take a glass
commonly used as a detector of counterfeit bank-notes,
and if we examine our job through this glass, we shall find,
to our dismay, that what looked and felt so well is a'
porous substance, ready to absorb our entire first coat of
varnish, and in order that the surface may not show signs
of pin-holes, we are obliged to apply coat after coat~ of
varnish until the porous surface is filled.
I firmly believe that the greater the number of var-
nish coats we apply, the more we diminish our chances of
obtaining what is most desired, namely, a perfect surface.
For who at the present day makes a perfect flowing rub-
bing varnish? and where is the painter who can flow a
body with our common varnishes and have no imperfec-
tions.     Some may say—" My surface is perfect after 1
have applied my four coats of varnish."    It may look -so
to you upon close examination, but let us look at the sur-
face from a little distance, and how do you accqunt for
that wavy appearance ?    I think every one will agree with
me in the opinion that after the body has been rubbed out
of the rough-stuff it cannot be more level.    Now, if our
varnish does not flow 'perfectly over this surface, each coat
that we apply is surely  an  injury to the surface.    The
question may be asked very properly—" how are we to
avoid using so much varnish, or how are we to prevent
our surface from being porous ? "    To my mind there'ap-
pear to be two disinct reasons for a porous surface ; in the
first place, our rough-stuff may not be properly ground,
and secondly, our binders are'not strong enough to pre-
vent the small, hard particles in our rough-stuff from'fall-
ing out instead of rubbing down.    But with Japan Gold
Size as a binder, and all the materials properly ground,
we are able to produce a surface solid and compact, which
will hold out our first and succeeding coats of varnish,
and we are in the full belief that with it we can produce,
with three coats of varnish, a surface nearer perfection
than with four or five varnish coats.
If these things are true, and I cordially invite investi-
gation, I think any fair-minded man wiil concede that
every claim of Japan Gold Size is based upon valuable
points. Having proved all these things, of which I have
written, by actual test and experience, they are to me
fixed fads. And now, Mr. Editor, I leave it to such of
your readers as are practical painters like myself to work
out a decision as to whether Japan Gold Size is notbetter,
cheaper, and more durable than Japan. At another time
I will give you some figures npon the comparative costs
of the two methods of painting.
CRACKS  VERSUS GRAIN.
To what an extent has carriage-making improved in
this- country within the present century ! Could the car-
riage owner of 1800 look upon the carriages of to-day
there would be some surprise depicted on his countenance,
for there would be great Contrast between the lumbering
stage-coach of his day and our light and airy vehicle.
But we wish to look into the future. " Upward, and
onward" should be the motto of the carriage-painter.
You must not expect much of use this month° howeverj
for it is August, and with the thermometer at 120 and
130 degrees in the varnish-room, you can conceive that
our poor painters get somewhat worn out; nor do you
need so much, for every one has gone to the mountain
lakes and the watering-places except the painter. When
he goes, it is an event.
The fashions for this month are nil; the sprint work
is all out and the heavy fall work has hardly yet com-
menced ; so we have but little to say on that point I
propose to write a little on a subject that merits great
attention, and, to illustrate it clearlv, I term it Cracks
versus Gram.
It seems thabwe have now reached a point in carriage
painting where it begins to ,be acknowledged by our mo*st
expert painters that we must have one or the other, cracks
or grain; If we fill our bodies so that the grain is entirely
and effectually hidden, we must submit to see the work
1870.
THE   NEW   YORK    COACH-MAKER'S    MAGAZINE.
57
made unsightly, in a short time, by cracks. On the other
hand, if we continue the present method, which aims to
avoid cracks, then the grain is liable to show, and often so
badly that it is nearly as unsightly as the cracks.. This
question should now be thoroughly discussed, for it is an
important one to the trade.
The first point to be disposed of is this, "Is it true that
we must have either cracks or grain, and if so, whose
fault is it or where does the fault spring from % " If we
look at painting as we remember it was done some ten
years ago we shall not find the grain all standing out as it
does to day, nor customers walking into the shops telling
that painting is nothing more or less than a fraud. This
evil has how become so glaring, and in connection with
work otherwise so improved, that the customers find fault,
and reasonably. A remedy must be found. I began this
article for the purpose of getting the views of others rather
than saying any thing myself, but as it is unusual and rather
poor policy to lay bare an evil without suggesting a rem-
edy, I will touch briefly on two causes which, I think, have
effected the present state of things.
The first is time, want of which has ruined many hun-
dred jobs, and also the reputation of the men who painted
them, for, oftentimes, no excuse whatever will be allowed
to the painter. Yet, painting is the particular branch of
carriage-making that either makes or mars a job. If the
painting is not good, the job is sure not to give satisfac-
tion ; and yet all the carriage bosses are so unreasonable
that, while they generally give time to every other branch,
they expect the deficit of time to be made up when the
job gets into the paint-room, the very place where it re-
quires least haste, both for its beauty and durability.
The second is cheapness. And this evil is now increas-
ing to a frightful extent, so much so that I do not believe
there are many carriage-makers who make the paint-shop
pay, if they employ good mechanics to do first-class work.
Jobs are often taken with the painting at so low a figure
that it is known no profit can be made; but the calcula-
tion is," Paint cheap and make it up on the other branches
that the customers do not understand so much about."
" Now, this is unfair to the painter; for why should his
branch of the business be put down to the lowest grade1?
For instance, when the job reaches him a discussion some-
thing like the following often takes place:
Boss. Now, I want this job rushed through as quick
as possible.
Painter. Well, to make a good job of it, it must be
burned off".
Boss. Oh ! I can't have that done ; I shall lose money
enough on it now. You must just rub it down a little and
putty it up. It must go out this day week. You can make
a good job of it in that time. I only had a month allowed
in which to do it, and the wood-workers and black-
smiths have occupied three weeks. I can't disappoint one
of my best customers, so you must get it done on time.
Painter subsides to his work. How can we wonder
at cracked paint or grain showing through. We should
wonder more if it did not.
These I think, are the two great primal causes vf
cracked paint and grain showing through. In one case
the paint is given time to dry only in part, and then it
cracks; and in the other, the carriage is only skimmed
with thin, quick-drying paint, and then the grain discloses
itself through its ill prepared covering. Let the painters
have plenty of time and good materials, and be paid suf-
Vol. XII.—8
ficiently to allow of good work, and there ought to be no
trouble about cracks or grain.
I consider this subject of so much importance that I
shall try to find time to say more about it in your next
issue.                                                            W. H.
GREEN  COLORS.
Nature produces coloring matters corresponding to
each of the three primitive colors—red, blue, and yellow—
and their first mixtures—violet (which is formed of red
and blue), orange (formed of red and yellow), and green
(blue and yellow). All of these colors are found pre-
pared in the workshop of nature, and art has to do but
little in order to make them fit for use.
It has, nevertheless, been an object of eager study
and indefatigable research to modern chemists to pre-
pare artificial coloring matters to take the place of the
natural ones. Nature has ideas of her own, and these do
not always suit the wants of human life. Nature is benev-
olent, but she is aristocratic. She produces all (t>loring
matters in two varieties. One is very abundant, and
consequently cheap; but it is dull and without permaneut
luster. The other is bright and brilliant; but it is ex-
tremely scarce, and consequently expensive. Some of
the most exquisite of natural coloring matters are worth
two or three times their weight in gold. These, of course,
do not suit the common wants. It is human to desire
what is best, and we are too high-born to be content with
any thing less. If nature will not give us the brightest
colors in abundance, we strive to get rid of the inferior
ones which she has lavished upon us, and we make it our
aim to produce a coloring matter bright as the best, and
cheap as the poorest product of nature.
The aristocratic character of nature has in no similar
case shown itself more strikingly than in producing green
colors. One of its varieties, the earth of Verona, is so
common that it costs less than fresh air and cold water;
but it is dull and lusterless. The other, the bright and
splendid variety, the Malachite, is so scarce and expensive
that even artists can hardly afford to use it.
The earth of Verona is found in the neighborhood of
the city from which it takes its name, and in France,
Germany, Hungary, on the island of Cyprus, &c. Its
color, when seen in compact masses, is a dull sea-green,
but it becomes clearer when pulverized. Like all earths
containing magnesia, it is soft to the touch, and smells of
alumina. When decomposed, it contains, according to
Mr. Bertier's analysis :
Silicic acid......................  51.21
Alumina.......................    7.25
Protoxyde of iron................  20.72
Magnesia......................    6.16
Soda...........................    6.21
Water..........................    4.49
A little of protoxyde of manganese.
The Malachite is found in Siberia, the Ural Moun-
tains, Tyrol, Saxony, Bohemia, England, &c. It is a
natural carbonate of hydrated copper. As a compact
mass, it is variegated with different shades; but when
reduced into very fine powder, it furnishes a uniform
green color of the utmost brilliancy. Its price, as above
mentioned, is so high that even artists must renounce it,
and it is thus almost useless to mankind; while, on the
other hand, the earth of Verona, which is useful enough
58
THE   NEW   YORK    COACH-MAKER'S    MAGAZINE.
September,
because of its cheapness and solidity, affords no delight,
on account of its lack of brilliancy.
Of all the attempts which have been made to invent a
coloring matter combining the brilliancy of the Mala-
chite with the cheapness and durability of the earth of
Verona, that which produced the so-called Schweinfurt
green was, doubtless, the most successful. This pigment,
which is a combination of acetate and arsenite of copper,
constitutes a very valuable color, giving all the various
shades of green, from the deepest to the palest. The
process by which it is produced is described by Mr.
Liebig as follows:
"A quantity of verdigris is placed in a copper boiler,
and dissolved in a sufficient quantity of distilled vinegar;
to this is added a quantity of arsenic acid dissolved in
water. These liquids, when mixed, precipitate a green
substance, which is removed by adding more vinegar
until the precipitate is entirely dissolved. Soon after the
mixture boils, a crystalline grainy precipitate of a most
beautiful color forms, and this precipitate must be care-
fully separated from the liquid, and washed and dried.
To give the product, which is a little blueish, a deeper
shade, it is boiled with one-tenth part of potash, which
deepens the color and gives it luster.
"If the liquid which remains still contains an excess of
copper, arsenic is added ; if it contains arsenic, acetate of
copper is added ; and if it contains an excess of acetic
acid, it can be used once more to dissolve verdigris."
A color known under the name of " green without
arsenic " is sometimes recommended to take the place of
Schweinfurt green, and has long been retailed through
Germany, and much used. It may, indeed, be used with
advantage, though it has not the brilliancy of the Schwein-
furt green ; but it is, nevertheless, poisonous.
C. P.
RISING OF GRAIN.
A common fault with carriage panels is the showing
through of the grain after they have been in use for a
short time. When this occurs it is generally in connec-
tion with jobs which would otherwise be very durable,
for it may be stated as a general rule that the less body
of paint you put upon a carriage, the less liable it is to
crack or chip off. Indeed, were it possible to paint and
varnish a carriage with two coats, and with a substance
elastic and durable of itself, the finish would be exceed-
ingly lasting, as the chief cause of. chipping and cracking
would then be removed. The remedies for cracking of*
paint are two: An elastic coat, and a thin one. But with
a thin coat often follows the showing of the grain, and
how shall that be remedied 1 Let us first examine the
cause.
If we allow an unpainted wheel to lie on the shed dur-
ing a wet or damp day the grain will rise, and it will do
this by absorbing moisture into its pores and thereby
swelling. If another wheel is covered with a coat of lead
and similarly exposed, its grain will rise also, but to a
less extent, for the lead will help to keep out the moisture,
but will not do so completely as a general thing, for lead
is porous. If another wheel is well coated with perma-
nent wood filling, allowed to dry perfectly and then ex-
posed similarly, this ought not show grain, as it is cov-
ered with a substance which claims to be a perfect anti-
damp, and such is the testimony of those who use it.    We
see by the foregoing that the absorption of moisture is
the cause of grain rising, and one important preventive
is to cover with an anti-damp substance.'
But even when thus covered, grain will sometimes
rise, and this is often regarded as very mysterious, when
the closest examination would seem to show that no
moisture could have penetrated the covering. Under
these circumstances we have in several cases traced the
trouble to a very simple origin. It was caused by moist-
ure, and by the absorption of moisture, but this came not
from without, but from the interior of the wood itself.
In other, words, the wood was not thoroughly seasoned
way through, and some agency had brought the moisture
to the surface. We have seen a job, primed with the
permanent wood filling and exposed to the hot sun, show
bubbles on the surface, and on breaking them we have
found water within. Of course this did not come from
without, where all was dry, but it was stewed out from the
interior. And thus will the grain sometimes rise upon
nicely primed carriages, and of course the better and
more perfectly primed, the worse the trouble, for the
moisture might find way to evaporate through a coat of
lead, but through permanent wood filling, this would be
impossible. Some have discountenanced the latter for
this very reason, but in such cases it will be seen that
virtue was counted as a vice. From this we see that an-
other important consideration in preventing the rising of
grain is to see that all the wood used is seasoned per-
fectly.
Use perfectly dry wood, and cover.it with a coating
which will totally exclude moisture, and you will not be
troubled by the rising of grain.
%t\\ Illustrations of tfje
SIX-SEAT   HALF-TOP   VICTORIA   SLEIGH.
Illustrated on Plate XIV.
We are not much in favor of tops to sleighs, and can-
not perceive their usefulness except as a sort of screen
from the winds when traveling with it. Iu this instance
the artist has set-off his design with considerable orna-
mentation, especially in the forward portion of the sleigh,
which may nearly all be done by painting. The ground
color of the body should be French gray; striping and
under part, buff; and the fillings or the front quarters,
Vandyke brown.
EXCELSIOR   PORTLAND   SLEIGH.
Illustrated on Plate XV.
This sleigh is drawn three-quarters of an inch to the
foot, which it will be well for the mechanic to bear in
mind. Portlands are becoming more and more fashion-
able in this country every season; the cheapness at which
they can be sold proving a strong recommendation for
them m the estimation of the public. There are some
original points in this design, giving it a special recom-
mendation in this instance, which we need not particularly
1870.
THE    NEW   YORK    COACH-MAKER'S    MAGAZINE.
59
notice, the drawing being its own interpreter.    Paint the
ground blue, and stripe with orange and gold.
IMPROVED   CUTTER   SLEIGHS.
Ulusirated on Plate XVI.
The first cutter an artist calls a " Gentleman's Pro-
menade sleigh." How the term "promenade can properly
be applied to a sleigh we cannot understand, and therefore
have left it out in our heading. Paint the groundwork of
the body, lake ; and the runner part, yellow; and stripe
with carmine and yellow, or gold.
The second, a Victoria cutter, should be painted—the
body (hind-quarter) and belt under the front seat olive-
green, and the runner portion Solferino.
Crimmiitj |lacnn.
ARRANGEMENT OF COLORS IN TRIMMING.
In a Paris paper was recently published an article
entitled " Cost of Carriages." Though valuable and inter-
esting as a whole, it contained some rules of artistic
coach-making, and, especially, rules of taste, which, even
if true, would be of no practical value on account of their
quaint minuteness. In publishing a translation a cotem-
porary pointed out those false rules by inserting the
parenthesis, " This sounds Frenchy," thus guarding him-
self from the suspicion of any partnership.
There is one of these points of which we wish to speak,
partly because it is singularly erroneous, and partly be-
cause we think a true criticism of it may have some intrinsic
interest. It runs thus, " The shade of the lining, especially,
should favor the complexion of the lady." It is, indeed,
quite impossible to read this without smiling, for, if it con-
tained truth, according to the principle of the division of
labor, a consequence might be that we would have carriage
firms which made coaches for blondes only, and others
which made'them for brunettes. But it contains no truth.
It is a mere misunderstanding of the mutual influence of
colors when placed contiguous to each other, and especially
of Mr. Chevreul's doctrines about the simultaneous contrast
of colors. Mr. Chevreul has shown that two colors when
juxtaposed affect each other; and he has shown how, and
why they do so. His observations are original and strik-
ing ; but, although true and very valuable to the painter,
they have, nevertheless, given rise to a great deal of mis-
understanding and affectation among those who have mis-
interpreted them, and the ingenious author himself is not
quite without fault. We think there is a circumstance
influencing the laws of simultaneous contrast of colors
which he has overlooked.
The laws of simultaneous contrast of colors, as estab-
lished by Mr. Chevreul, are true when the two different
colors juxtaposed are applied to the same body or to two
bodies of the same order. If the colors, on the contrary,
are applied to bodies of different kind, we think the laws
are false. It is true that red and green are complementary
colors, and that they are harmonious because they are
complementary ; also, that red,when juxtaposed to blue,
will make it greenish, as the blue will impart to the red a
shade of orange, according to the laws of complementary
colors, &c. But all this is true only on the condition that
the two colors are placed contiguous on the same body ;
for instance, on a wall or carriage panel, or on two bodies
of the same kind—or, on the upper and lower parts
of a dress; but, if the red and green colors meet
each other on bodies of different kinds, for instance, on
the flowers and leaves of a plant, or on the cheek of a
girl and a ribbon of her hat—they may still be fully
harmonious in their juxtaposition, but they are not so
because they are complementary ; on the contrary, their
power of influencing each other according to the laws of
complementary colors is lost. It is true that blue and
green are unharmonious, and make each other dull and
lusterless; but a blue flower among green leaves is neither
dull nor discordant; and nature has, perhaps, no view
more enlivening and charming than the deep-blue moun-
tain lake surrounded by the forest of deep-green fir-trees.
When Mr. Chevreul speaks about the arrangement of
colors in dress and furniture, his remarks are generally
true, because he has a keen and practised eye; but his
explanations are often questionable, and what with him
may be called a lack, or an error, degenerates, of course,
with his followers into mere nonsense, such as is displayed
in the sentence quoted, " The shade of the lining, espe-
cially, should favor the complexion of the lady." The
shade of the lining may be said to have no power to favor
the complexion of a lady, as, upon the whole, the color of
a lady's dress has to be chosen, not with regard to her
complexion, which is of comparatively small consequence,
but according to the symbolical significance which natu-
rally adheres, or has been attributed to a certain color, in
order to make the dress harmonious with the occasion.
A corpse wrapped in red would excite amazement and
disgust, but only because red is thought to be the symbol
of life and activity. An old lady dressed in pink would
be ridiculous, but only because pink is thought to be the
symbol of spring and youth. Color of dress has nothing
to do with color of the skin.                                 C.
TO OBTAIN A LEVEL WHEEL.
BY   P.   B.   J.
Presuming that our previous observations have been
fully understood by the careful reader, we are prompted,
according to promise in our last, to resume the task, and
advance one step farther. In order to complete the former
article, it is necessary to introduce a rule to lay out the
perch, so that the fifth-wheel will be level when the job is
set upon its wheels. This is shown in Fig. 5. First ascer-
tain the difference between the front and back end of the
perch, when the carriage is on the wheels. This can be
done by ascertaining the difference there is in the height
of wheels, and in the raise of the back and drop of the front
axle-beds. We will say, for illustration, five inches—and
draw two parallel lines, A B, five inches from each other.
Next mark two points for the head-block and back axle-
bed, the head-block on line A, and the bed on line B:
now mark the size of the fifth-wheel, as shown by D C,
and laying the board down by the rocker pattern, proceed
to shape the perch, allowing it to raise at C three-eighths
60
THE   NEW    YORK    COACH-MAKER'S    MAGAZINE.
September,
W5
IE
=4—
D         C              _A_
of an inch, or the thickness of the perch-plate above the
point C, keeping the points of the perch at lines A and B.
Work from and shape the head-block even with the bot-
tom of perch at D, or if you shave out the head-block the
thickness of perch-plate, keep point C on line A, or level
with D.
I will endeavor to show you how to obtain the patterns
for the axle-beds. In doing so, three points must be con-
sidered in its formation: First, Its length, which should
remain undetermined until the wheels have their tires set.
Secondly, Its shape, which depends altogether on the shape
of the body to which it is applied. Should it be like that
of Fig. 5, the front bed would need to be dropped to the
center of the axle-arm. Thirdly, To shape the ends, so
that when the axle is fitted to it, the arms will incline to
their proper set, and thereby avoid a short bend at or near
the shoulders of the axle. The difficulty caused by this
bend, I have no doubt, many have met, who have cased an
axle. Now,in order to accomplish the former and avoid the
latter, we will follow the rule as illustrated in Figs. 2 and
3.    Fig. 2 shows, as we will suppose, abed four feet long,
dropping on a line with the center of the axle-arm, as at
line B. Now we have the length and the drop, we will
proceed to shape the ends, which should be done according
to the dish of the wheels. We will suppose the wheels to
be dished three-quarters of an inch, which will throw each
wheel (as you have seen in the manner of setting axles),
on an angle of an inch aud a half in its height, as shown by
A A, representing the r-im of the wheel. Now. in order
to have these wheels revolve and still keep the same angle
in the center, the arm will be required to be placed through
it, square to the perpendicular line of the rim, as shown
by the arms C C. You will notice that these arms incline
downward; therefore, the ends of the axle-bed will re-
quire to have a slight turn, as will be seen by the lines D.
For practical purposes an eighth of an inch is sufficient in
the length of the arm (six inches).
In making, the pattern the lines A A, and the arm
C C, can be omitted. They are merely introduced here
to illustrate the point. The front bed being completed, we
will commence upon the back one.; as in the front, we
take into consideration the dish of the wheels, in this case
with the three-quarters of an inch dish. It throws each
wheel on an angle of two inches in its height, as shown by
A A, Fig. 3. It also shows a bed of four feet in length,
and raises one inch and a half, and in order to give it the
proper shape on the ends, it is necessary to follow the rules
laid down in Fig. 2, in regai'd to the points D and C.
There is no knowledge more cheering
and satisfactory to the practical carriage-
maker than that which imparts the evidence
- that his plan or design is correct in every
point of view.    With this assurance, he
proceeds to the execution of his work with cheerful heart,
and mind free from doubts and fears as to the results of
his labor. This, as the reader understands, is the object
of the principles which form the basis of our remarks
under this head. Hence the great importance of every
carriage-maker understanding the different rules laid down
by practical experience.
CARRIAGE DRAFTS.
It has always been our purpose to give our drafts of
carriage fashions in as exact proportions as possible, al-
though, knowing that oftentimes we thereby sacrifice some
beauties. We frequently see points in which we might
decrease the proportions of this part, or increase that, and
make the picture more beautiful, but we have conceived
that literal exactness is of more importance. In this fact
will be seen one of the difficulties in pleasing every one
with our charts. Some desire truth, from which they may
work, while others desire ideal beauty, for the inspection
of their customers. The following note, which we have
extracted from a French journal devoted to this subject,
shows how others have felt the same difficulty, and have
adopted the course opposite to ours :
" Some coach-makers, especially those from the prov-
inces, have sometimes censured us that our small drawings
are not diminished in exact proportions. But if they knew
the effect which would be produced by so doing, they would
certainly change opinions. It would not be possible to
diminish the proportions more exactly than by way of
photography, yet there are no coach-makers who send their
patrons samples of this kind, because such a copy would
look much heavier and less graceful than the original, be-
cause of certain optical effects which we will not try to
demonstrate here. All coach-makers know that a carriage,
when finished, looks much lighter than before it has-been
painted. This is owing to the fact that the rounded forms,
when their surfaces are painted and varnished, present
luminous parts and well marked shades, which disappear
in the diminished copy. It is an image,* made with refer-
ence rather to the optical effects than to mathematical
proportions, which we wish to represent in our carriage
drawings. Boileau has said : None can please the mind
when wounding the ear.    It may be said with equal truth :
1870.
THE   NEW    YORK    COACH-MAKER'S    MAGAZINE.
61
To please the mind it is necessary first to please the eyes.
And it is this which we have aimed at in our small draw-
ings. For the manufacturer we hav^ placed below the
drawings, tables of dimensions, and scales by which to
measure the dimensions. And thus we are prepared to
satisfy all wants."
tfiitor's
THE POWER OF ELASTICITY.
America builds very light carriages. She makes it
her boast that they are the lightest in the world, and this
is, doubtless, true. The question sometimes arises, "Are
they not too light ?" We have heard an English coach-
maker assert that they were, and say in this connection,
" Sir, you Americans can make the lightest vehicles, but
the point is, can you ride in them % " To a certain ex-
tent, lightness helps durability. This is illustrated by
the following occurrence, which we saw in Fourth avenue
last week:
A light buggy was driving up the avenue, near the
edge stone, and a horse-car was just abreast of it. They
were met by a heavy express wagon, driven by a drunken
person, who attempted to pass between the buggy and
car. The driver of the buggy stood his ground, being on
the right side of the street, and prevented from turning
out by the presence of the car on one side, and edge stone
on the other. The result was a collision, in which the
hub of the buggy, being higher than that of the wagon,
passed above it, and between the spokes ; and at the next
revolution of the wagon wheel, every spoke therein was
torn completely out, leaving the rim unattached, and this
without any injury to the buggy, owing to its lightness
and elasticity. This is the more remarkable when we
remember the position of the latter, crowded between the
wagon and the edge stone, and sustaining so severe a
shoclr.
. CARRIAGE REPAIRING.
Our cotemporary, The Hub, has been agitating the
subject of prices charged for carriage repairs, and in doing
so has developed many important points, which ought to
be "a help to many jobbing shops, as well as to large fac-
tories. It has for many years been a well-known fact that
repair prices were very variable in different places, and
there was no real standard by which to charge. This be-
ing the case, it has been for the interest of a gentleman
wishing his carriage re-painted to go to several shops,
asking'quotations, and directly hinting that they must be
in competition with his neighbor. Out of this has grown
much hard feeling.
It is not possible that there should be a uniform tariff
by which every carriage-maker in that city should make
his charges, for the quality of work in each shop will be
different, and the prices must be in proportion to the time
and material employed. One builder, who is an artist in
his line, will spend as much time in putting new steel tires
and bolts on light buggy wheels as would allow another
less particular builder to do the same job three times, and
the materials used by the former would cost him much
more. This artist will, perhaps, charge $28 for his work,
and he earns it, while his neighbor charges, perhaps, only
$12 or $15 for the same job, and earns no more. Cost to
the maker is the only true standard by which to make
charges, and this includes time and material. But there
are many makers who do not know how to reckon the
actual cost to them of certain work, or, if they know how,
do not take the time to do it. It is to those that the pub-
lished tariffs of the different cities, made up from the high-
est quotations given by the builders of these cities, will be
of great value. Every carriage-maker ought to compare
them carefully, and figure up his own charges, and carry
the comparison still further, and after giving the subject a
full hearing, make up a tariff by which to charge jn his
shop.
We think his list should be longer and fuller than
that given in The Hub, however. That contains only
about fifty items. We, therefore, give below a much
longer list, including about one hundred items, and it
would be well if every carriage-maker had established
prices for all these items. The subject of carriage repair-
ing was agitated in a leading Massachusetts center in 1867,
and the result was that a meeting was held by the repair-
ers of that city, and prices were arranged for the items
which we mention below.
LIST   OF   PRICES.
Iron Repairing.
For setting bolted tires, under \\ inch.
"       "      hack and express tires, over 2 inches.
"       "      2£ inch tires.
i«         u        4.           it
"   new tire bolts, 5 and 6 cts. each, as the number may
be.
"   mending springs, 1   new top main  leaf, 1
under.
"   mending springs,  1   bottom main leaf,  1
under.
"   mending springs, \ new leaf, 1 inch.
"        "          "        1    "      "2  inches.
W          !(               K          1         it        It         g       "
"    short.
"        "        buggy  springs.
':   setting up and tempering springs, 3 or 4 leaf,
new jack clips.
"        "     eye barrels,
top circle.
 inch and
 inch and
bottom  circle,
clip king bolt.
 straight, f inch.
 tt         ^        "
 tt         n   "
all common bolts.
one set  new steel tires,   1 inch by 3-16.
 iron            1               ^
"      "      "       "        «      l£tol£by 1,10 cts. per lb.
Wood Repairing.
For new rimming wheels, walnut rims, 1^ inch.
it   a     u        it       a     a  J3.  «
it    ii       it                              it                         it       it   J I   «
«   tt     ((        tt       te     "  J.5.  "
"   ash and oak, one dollar less on each.
62
THE    NEW    YORK    COACH-MAKER'S    MAGAZINE.         September,
For new hubs and setting boxes, buggies and carryalls,
8 inch.
"   new hubs and setting boxes, buggies and carryalls,
10 inch.
"   new hubs and setting boxes, buggies and carryalls,
12 inch.
"   fiew hubs and setting boxes, bnggies and carryalls,
14 to 15 inches.
"   new spokes, from 1 to 1^ inch, for 1 spoke.
"     "        "         «        "         «     from   3   to   6  in  a
wheel.
"   §11 spokes, from 1  to 1£ inch, 3 to 6 in a wheel.
a     a        a           a        n  u sy     u          U               it
ti     a        n             a       91  a 91   "            <<                   "
4       <*2
a         a              u        93  u o      u             a                    u
<&£        O
new rimming wheel, short felloes, 1£ inch tire.
"                "                 "           3|- and 4 inch tire,
single felloes..
1 bent rim, 1£ to If inches.
JL             "                             ft                    t(
1      "         1      tO 1-i      "
i      "         " .     "
straight shafts, from lg to 2£ inches.
"           "      If to 2%      "
«     If to 3
bent carriage shafts, from If to 2 inches.
"    chaise        M      same wood, per pair,
strai't   "
chaise springs,
new shaft bar.
"   bent whiffletree.
"    straight      "
"    plain spring bar.
axle bed for carriages.
"        axle let in.
"        grocery wagon.
common express wagon.
"            "          "          "      4  by   4^-
inches.
'    plain axle bed, common express wagon, 5 by 6
inches.
'    buggy or carryall head block.
'¦    purches, two in a carriage.
'        "        one    "
'    coach and hack poles.
'    2 inch poles.
bent         "
hack whiffletrees.
carriage pole, plated, made to order.
"       and shifting, made to order,
express bodies, three rave, 6 & 7 feet long.
two
one
three
two
one
board seats.
For new frame seats.
'    "    set wheels, first Quality.
'   setting boxes. •
<      "        tires and fitting up.
'   new set bands.
Carriage Painting.
For painting running parts, plain, and varnishing hacks,
open quarters.
For painting running parts, plain, and varnishing hacks,
close quarters.
For re-painting, striping, and varnishing hacks.
For taking off paint, re-painting, striping, and varnishing
hacks.
For mending, painting, and varnishing   phaetons, bug-
gies, and chaises.
For re-painting, striping, and varnishing phaetons, bug-
gies, and chaises.
For cleaning and oiling enameled tops.
"        "      oiling, and enameling tops.
"   mending, painting, and varnishing one-horse carry-
alls, curtain quarters.
For mending, painting, and varnishing one-horse carry-
alls, close quarters.
For  repainting, striping, and varnishing grocery wagons.
For painting new light express wagons.
"        "         "    coal-box top buggies.
"        "         «      "      "    open    "
"        '¦'-        "    Concord    "       "
"        "      striping, and varnishing new shafts.
"        "          "         "         "        s-ingle spokes.
"        "          "         "         "        one set new "
"    wheels well finished.
OUR STREET PAVEMENTS.
Shall our streets be paved with wood or stone 1 This
is a subject in which the carriage-maker is directly inter-
ested, and it is for his advantage to look into it. The
following letter argues the subject from a sanitary point
of view, and brings up many interesting points in this
connection :
Experience in this country has shown that the material
employed in paving streets must be either stone or wood.
There are many different methods of laying each of
these materials, some of which have been universally
condemned. For instance, the "cobble-stone," which is
simply an abomination in the sight of horse and man.
The " macadam " produces dust, which is not only dis-
agreeable, but deleterious to health. Without comparing
structural devices, and in order to get at the merits of
the materials, and make just estimate of both, let blocks
of stone of suitable size and dimensions be placed upon
edge, and blocks of wood shaped in like manner be
placed upon end. Now, all things considered, which
makes th.e best pavement, the stone or the wood 1 In
other words, which material subserves best the purpose
intended by paving 1
The objects sought in paving streets aVe cleanliness,
health, comfort, facility of locomotion, the consequent
saving of time, labor, and expense of transportation.
Pavement of stone does facilitate transportation, but at
the expense of horse-shoes, horse-flesh, and of great wear
and tear of vehicles. The danger to rider and driver, on
stone, is, to say the least, unpleasant, while the rattling
1870.
THE   NEW   YORK    COACH-MAKER'S    MAGAZINE.
63
and clattering noise, the side-tripping and sliding of
wheels, and slipping of horses, is a positive discomfort.
Besides, it has been estimated that the dirt from stone
pavement exceeds that from wood, by at least one-third.
This dirt contains, with other deleterious substances,
pulverized stone, which enters the lungs in minute parti-
cles, and will sometimes make a lodgmenj; in the most
delicate membranes of the air-cells, and often create irrita-
tion and even inflammation. On the other hand, wooden
pavements are easily kept clean, they are smooth and
elastic, they give certainty of footing, ease of draught,
and we ride, drive, and haul over them with little noise,
and great care, safety, comfort, and satisfaction. Indeed,
they so fully fill all the requirements, that those who
favor the stone make but one objection to the wood, and
that is want of durability. Persons go out of their way
to get upon wooden pavements, and the universal exclam-
ation is, " This is the pavement we want, if it will only
stand." If wood can be preserved from decay it will
" stand." From experiments lately made in Europe and
America, I feel satisfied that the wood can be preserved
from decay. Coal tar contains certain ingredients which
will preserve wood from decay, if properly applied.
Carbolic acid, or the creosote of coal, ^s one of the finest
antiseptics known, whether applied to*animal or vegetable
substances—and this is one of the ingredients of coal-tar.
The mere dipping of wood into coal-tar is not sufficient,
more especially if the wood be green, as is generally the
case. Because, in the first place, the coal-tar will not
penetrate wood filled with sap. In the next place, the
crude coal-tar used furnishes a covering similar to a coat-
ing of paint, and when fermentation in the sap takes
place, and gases are generated, they are confined by this
coating of coal-tar, and dry rot ensues. It is a well-
known fact that painting green wood makes it rot more
rapidly.
If, however, coal-tar be applied in the form of vapor
(as, for instance, by the " Robbins Process") the heat
will expel the moisture from the wood, coagulate the albu-
minous portion of the sap, and the carbolic acid, in this
sublimate form, will permeate the block and completely
saturate it, thus preventing decomposition. By the use
of wood thus treated, our pavements would be filled not
only with an antiseptic, hut with one of the best disinfect-
ants known. If it be thought wise to sprinkle the streets
of New York and all the great cities of Europe with
water mixed with carbolic acid, because of its disinfectant
properties, how much better to have the whole street
laid with blocks of wood completely saturated with it!
Disinfectants, such as chlorine, permanganate of potash,
or candy fluid, oxydize the gaseous products given off by
putrifaction, and all organic matters with which they
come in contact, while carbolic acid merely destroys the
causes of putrifaction without acting upon the organic
substances. The former deal with the effects, the latter
with the causes. A very small quantity of carbolic acid
will prevent decomposition of substances. Being vol-
atile it meets with and destroys, according to Dr. Jules
Lemaire, the germs and sporules which float in the atmos-
phere and vitiate it. The health of a city will be
greatly promoted by laying the streets with wooden
blocks, saturated with carbolic acid. In the subject of
pavements, you, and I, and the whole community, have a
deep interest. This fact will furnish apology for so long
a communication.                  Lewis A. Sayre, M.D.
TRADE   NEWS.
Miner, Stevkns & Co. have made some further im-
provements on that light and popular style of carriage
called " Britzka," a fine specimen of which, just finished
in their factory in East Thirteenth street, can be seen at
their carriage depository, Broadway and Bleecker-street.
We were shown to-day the " Carriage of the Period."
This is a basket pony phaeton, of a new style, made
popular under the above title by A. S. Flandrau, carriage-
builder, of Eighteenth street, who introduced this vehicle
at the beginning of the present season. Jay Gould, Esq.,
drives one at Newport. Mrs. Hoey has one at LongBrancb,
and as Mr. Flandrau has sold already over one hundred
of 'them, they, doubtless, can be seen at all our summer
resorts. We are informed that the firm of James B. Cone
& Co., Broadway, near the Metropolitan Hotel, will close
August 1, and the remaining stock is to be transferred
into the new carriage depository of J. B. Brewster & Co.,
ia East Twenty-fifth street.
McLear & Kendall have a large and finely arranged
carriage factory in Wilmington, Delaware, employing a
force of one hundred and fifty hands. -Indeed, it is one of
the finest shops we ever visited, being 218 feet deep, by
90 feet front, comparatively new, and full of work. Their
working capacity is reinforced by a Corliss' engine of
twenty horse power, supplied by a new patent Root
tubular boiler, and before long they intend putting in a
new engine of forty horse power. They build a variety
of work, but mostly top buggies. During the year 1869,
they turned out about 1,150 vehicles, most of which were
sent South and West. This enterprising firm start^jl in
the business of carriage-building in 1864, which might
seem like rather an unfortunate time, but they have
worked success out of it. They have a repository in
Philadelphia which accommodates sixty carriages, and
another in Charleston, S. C, in which they keep a stock
of nearly twice that number. They have occupied their
present factory about four years, and it certainly ranks
high among the fourteen carriage shops of Wilmington.
CHIPS AND SHAVINGS.
Turn Out !—The snow was so deep in Cheshire
county, New Hampshire, last winter, that it was difficult
for persons meeting with teams to pass. An eccentric
citizen, wrell known in that county, and having a defect in
his speech, was coming to the village Avith a horse and
sleigh, and being about to meet a stranger with a team,
exclaimed, "Turn out! turn out! my father's dead!"
Upon which the stranger, with much difficulty, turned
out, and gave him the entire road. After he had got
fairly by, the stranger turned and inquired of him when
his father died; to which the grief-harrowed citizen re-
sponded, " About fifteen years ago !"
Bath Sleighs are acquiring a reputation equal to that
of Portland carriages. S. R. Bailey, of the former city,
is giving special attention to the manufacture of these
winter vehicles. Of his patent bent-standard and truss-
floored sleighs he has made over 200 during the past year,
and will increase his facilities so as to turn out 1,000 in
1870. Mr. Bailey has had an experience of 15 years in
his business, has a factory, supplied with the best machin-
ery, and makes none but first class work. All his sleighs
are made under four patents obtained by himself.
64
THE    NEW    YORK    COACH-MAKER'S    MAGAZINE.   September, 1870.
Flies on Horses.—The following is given as a pre-
ventive of horses being teased by flies : Take two or three
small handfuls of walnut leaves, upon which pour two or
three quarts of cold water; let it infuse one night, and
pour the whole next morning into a kettle and let it boil
for a quarter of an hour. When cold it will befit for use.
No more is required than to moisten a sponge, and before
the 4!brse goes out of the stable, let those parts which are
most irritable be smeared over with the liquor, viz : be-
tween and upon the ears, the neck, the flanks, etc. Not
only the gentleman or lady who rides out for pleasure will
derive pleasure from the walnut leaves thus prepared, but
the coachman, the wagoner, and all others who use horses
during the hot months.
Politics.—We notice by the Boston Herald of August
1 ] th, that C. P. Kimball has declined to run for Governor
of Maine on the Democratic ticket.
Cooperation.—Brewster & Co., of New York, some
time since announced to their men that for the future they
would allow them, in addition to their wages, a half-yearly
dividend of one-tenth of the net profits of the firm, to be
divided according to the greater or less amount of work
performed by each. Recently they declared the first
semi-annual dividend, giving three and a half per cent, on
the earnings of each man. Some of them received from
$32 to $52, others from $5 to $10. Another manufactur-
ing firm, who tried the same experiment, declared a div-
idend of 4 38-100 per cent, on which some of the hands
got over $100.
Blacking for Harness.—Melt four ounces of mutton
suet with twelve ounces of beeswax; add twelve ounces
of sugar-candy, four ounces of soft soap, dissolved in
water, and two ounces of indigo, finely powdered. When-
melted and well mixed, add half a pint of turpentine.
Lay it on the harness with a sponge, and polish it off with
a brush.
Cushion for Wheels.—Mr. John Raddin, of Lynn,
has invented an elastic cushion for heavy carriage wheels,
which seems to be of value, as the saving in the wear
of wheels, rails and machinery effected by the use of this
this test.
cushion is considerable. It is applicable to
the wheels of common carriages. Consider-
ing the rapid destruction of pavements in
large cities by the passage of heavy carriages,
any invention which tends to diminish this
wear is worthy the attention of our lawmak-
ers; and if this elastic cushion can do what is
claimed for it, its adoption in cities is likely
to become general.
Varnish Making.—This business is a
large one in the United States, and it is con-'
stantly increasing. Among the most success-
ful manufacturers of coach-varnishes are Val-
entine & Co., formerly of Boston, who have
recently opened an office at 88 Chambers
Street in this city. The inside wood-work of
their new office is finished with the Perma
nent Wood Filling, which has made its way
so rapidly into most of the leading carriage
shops. A general invitation has been ex-
tended by them to the carriage-makers and
painters to call upon them when in the city,
and examine the appearance and working of
the P. W. F. on inside work as shown by
 This firm is now manufacturing and selling
their varnishes in direct competition with the English, and
it must be conceded by those who look into the subject,
that they are carrying on the war of competition very
energetically, and with a degree of success which is hard
to realize.
Golden Rules.— There are carriage builders who
guide themselves by the following golden rules, which
ought to insure success :
1.  To build only the best quality.
2.  To have prices uniform to all.
3.  To adhere faithfully to their guarantees.
4.  To sell only their own make.
Yankee Calculation of Railroad Speed.—" Well it
is curus how we du git over the ground. Why, the trees
all look as if they was a-dancin' a jig to double quick
time. I kin reckerlect ten or twelve years ago that if I
started from Bosting on a Wednesday, I cud git in Phili-
delphy on the next Saturday, makin' jest three days.
Now, I kin git from Bosting to Philidelphy in one day.,'
and I've ben cal'latin' that if the power of steam increases
for the next ten years as it has ben a-doin' for the last ten
years, Td be in Philidelphy jist two days before I started
from BostingP
The War.—Some coach-builders will be prominently
reminded of the Franco-German war by the rise in price
of French plate glass. We hear that in some c&ses a
premium of twenty-five to forty per cent, is demanded.
Another Effect.—Several dealers in carriage ma-
terials are holding back orders received from Prussia.
One New York house has stored away a dozen or more
large cases which were in readiness for shipment when
the war broke out. Prussia depends upon America for
all the hickory she uses.
Carriage Making Hereditary.— Benson Bros, of
New York have a painter whose father, grandfather and
great-grandfather were connected with carriage making.
T^ell Housed.—A Chicago paper states that the
finest residence in that city is owned by a carriage-maker.