COACH-MAKING. 



1*1 iTI 



XCV|II. 

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the safety of carriage*, there have been brought forward 

 many inventions worthy of being tried, and we have 

 DO doubt that some of them may turn out beneficial. 



One of the latest improvements is that of making 

 Ctrriaget totally of iron, which, among other advanta- 

 ge*, possesses that of having more strength than those 

 of the ordinary construction of the same weight. The 

 first of this kind was applied to a heavy stage coach, 

 licensed to carry sixteen passengcrs/bcsides baggage, and 

 has hitherto required no repair, although the coach has 

 already run upwards of 90,000 miles with the same ve- 

 locity as the mail coach. Metal wheels have also been 

 introduced, and axles of a new construction ; and, upon 

 the whole, the carriage forms such a contrast to any 

 other we have seen, that we have been induced to give 

 a Plate and description of it. 



Fig. 1. Plate CXCVIII. shews the body of a chariot 

 hong upon a patent iron carriage, iron wheels, axletrres, 

 and boxes: the latter, by a simple contrivance, is tlose at 

 the out-head, by which means the oil cannot escape, and 

 the fastening of the wheel being at the in-head, as will 

 be explained afterwards, gives great security, and pre- 

 vents the possibility of the wheel befng taken off by any 

 other carnage running against it. 



Fig. 2. shews the arm of an axletree tnrned perfectly true, 

 with two collars in the solid, as seen at G and H. The 

 part from G to B is made cylindrical. At K is a screw 

 nail, the purpose of which will be explained in Fig. <>. 



Fig. 3. is the longitudinal section of a metal nave, which 

 also forms the bush, for the better fitting of which to 

 the axletree it is bored out of the solid, and made quite 

 air tight upon the pin ; and for retaining the oil it is 

 left close at the out-head D. 



Fig. 4. represents a collet made of metal, turned per- 

 fectly true, the least diameter of which is made the same 

 with that part of the axletree M, Fig. 2, and its greatest 

 diameter the same with that of the soKd collar G, Fig. 

 2. This collet is made with a joint at S, and opens at 

 P. Two grooves are represented at qq, qq, which are 

 teen alto at the same letters in Fig. 5, as also the dovetail 

 r in both Figures. 



Fig. 5, is an edge view of the collet. Fig. 4*. 



Fig. 6, is a longitudinal section of an sxletree arm, 

 nave or bush, and fastening. AB, the arm of the axle- 

 tree, bored np the centre from B to E. CCD, the nave, 

 which answers also for the bush. PS the collet (see Figs. 

 4 and 5) put into its place, qq, two steel pins passing 

 through the inhead of the bush, and filling up the grooves 

 in the collet. n> TV, a caped hoop, sufficiently broad to 

 cover the ends of said pins, and made fast to the bush by 

 the screws it, . This hoop, when so fastened to the 

 bush, prevents the possibility of the pins q, //from getting 

 out of their places, it u, a leather washer, interposed be- 

 twixt the inhead of the bush and the larger solid collar of 

 the axletree, to prevent the escape of oil at the inhead. K, 

 a screw, the head of which is seen at the same letter, Fig. 

 2. This screw being undone, and oil poured into the 

 hole, it flows down tne bore in the centre of the axletree 

 arm, arid fills the Space B, left by the arm being about 

 one inch shorter than the bore of the bush, and the screw 

 being afterwards replaced keeps all tight. Ii. putting 

 dn the wheel, a little oil ought to be put into the space 

 betwixt the collet PS and the larger collar. The collet 

 PS being mutcable round the axletree drm, and being 

 Made fait to the bu*h by means of the two pins <?, 9, re- 

 volves along with the bush, and acting srgaiim the solid 

 collar G of the arm, keeps the wheel fast to the axletree, 

 until by removing thecaped hoop mm, and driving out the 

 pint j.'q, the collet become? disengaged from the buih. 



The dovetail seen upon the collet at r, Fig. 5), has a cor- Coach- 

 responding groove cut in the bush to receive it, in con- ^niakiiiy. 

 kequence or which the whtcl must of necessity be put """""H""*" 1 

 on, so that the collet and pins fit exactly. These wheel* 

 very rarely require to be taken of, and they will run a 

 thousand miles without requiring fresh oiling. 



The spokes of the wheel, made of malleable iron, are 

 screwed into the bush or nave at CC, Fig. 6', all round. p ti 

 The felloes, composed merely of two bars of iron, bent CXCVIII. 

 into a circle the edgeway, are put on, the one on the Fig. 6. 

 front, the other on the back of the spokes, which have- 

 shoulders on both sides to support the felloes, and all 

 three are attached together by rivets through them. 

 The space betwixt the two iron rings forming the felloes, 

 should be filled up with right wood, and the tire then 

 put on, and fastened to the felloes by bolts and glands 

 clasping both felloes. 



Fig. 1. Plate CXCIX. shews a bird's eye view of the pllT|t 

 main farrmjje composed of four separate bars of iron, of the cxci\- 

 curvesreprenentcdandconnected together,by meansofthe Tip. 1. 

 hoops marked A, and reaching from the spring bar 1 1 1 1 

 before, to the axletree bed I I behind. These two bars 

 are, in this sketch, supposed to be of wood, although 

 by making the hind axletree, and the transome plate be- 

 fore, of such shape and strength as requisite, these bars 

 of wood become unnecessary also. There is neither foot- 

 board nor budget shewn in this draught, in order that 

 the construction may be the better understood; and as 

 these carriages can be furnished with either, or both, in 

 any of the modes in common use, any description of the 

 particular manner of attaching them is unnecessary. 

 The two centre iron bars, composing the perch, are at- 

 tached to the fore and hind bars, at B, B, li, B, by 

 means of strong screw bf.lts in the solid. The nuts are 

 een at b, b, b, b. The two outside iron bars of the 

 perch, are connected with the fore and hind bars, by 

 means of three bolts at each of their ends C, C, C, C, 

 which bolts also fix on the springs to the carriage. 



The holes marked in the iron bars at D, D, D, D, are 

 for fixing the spring stays by means of bolts. 



F F, G G, is the wheel upon which the under carriage 

 turns, and is fixed to the transome bar, in the usual way, 

 by bolts, the nuts of which are seen at d, d. A stay, 

 reaching from A 1 to A 2, makes steady the back part 

 of the wheel ; the ends of this stay forming the glands 

 for the two hoops, and the middle being fastened to the 

 wheel by the bolts c, c. The stays F G, F G, are 

 fastened by bolts to the wheel at their ends, and to the 

 transome bar in the centre with the bolts e, e. 



At E is seen the nut of the perch bolt, which is 

 screwed above the transome bar. 



The gland of the hoop A 3 is formed into shackles 

 for receiving the bottom braces for the body. The 

 hoops a, a, n, a, a, are for making the hind axletree fast 

 to its bed, by which means there is 110 necessity for ha- 

 ving a hole in the axletree. 



Fig. 2. is abird'scye view of the under carriage. AB pjg_ ^ 

 the locking wheel and transome plate ; D C, 1) C, the 

 litchell stays ; D D the sockets through which thesplin- 

 tree bar .passes ; H the front socket, and G the hind 

 socket for the pole ; E the upper end of the perch bolt. 

 Neither the axletree, splintree, or splintrcc'bar stays, are 

 represented, to prevent confusion. 



Fig. 3. is a side view of the fore or under carriage; AB p; g . 3, 

 the looking wheel ; DCC the fitchell stays, made fast to 

 the axletree at C in the same manner witli gig stay fast- 

 enings ; DAB, stays ifpon Which The wheel rests, and 

 which are made -fast to the wheel nd to the fitchell stays 

 at B, and being also bolted to the fitchell stays betwixt 





