45 
It may not be out of place to mention that there is a specimen in this Museum of Mahogany 
{Eucalyptus resinifera, Sm.) recovered from the Wreck of the “Boyd,” which ship foundered in 1809 at 
New Zealand, when carrying timber from Sydney to England. 
No timber could possibly be in a better state of preservation after immersion for so long a period 
in water than this is, and no better example could be given of the durability of our hardwood. 
But coming back to seasoning. Timber merchants say they cannot wait for the timber to season, 
and to store millions, or even thousands, of feet would represent a large percentage of money lying idle. 
Then I say it behoves the manufacturer—in our case the coachbuilders—to do our own seasoning, the 
methods for which a man must in a measure be a law unto himself, as in this extensive Continent there 
are so many varying climatic conditions, for what would hold good in one place may not in another. 
I have heard some speak of seasoning in the log, another to cut up, but this method I entirely 
condemn. Very few timbers will season if the sapwood and bark are left in, and it is always as well to 
get rid of the heart wood if possible. 
Perhaps the best method of cutting a log is to cut it in two ditches clear of the heart, cut the heart 
out of the middle flitch, leaving thus two pieces, and lastly afterwards cut off the remaining lateral pieces 
into flitches as desired. Next remove the sapwood from the sides, and then stack for seasoning in such a 
manner that the surfaces do not touch each other. In a dry climate such as obtains in many parts of 
New South Wales, old world methods are not entirely recommended, as a too free current of air 
would cause drying to take place too quickly, and serious shakes and cracks would occur, and therefore 
the open drying sheds referred to above would not, I think, answer in Australia. 
A slow, steady drying seems to be the desideratum—a matter that must be left to individual 
experiment—and one that does not appear to present any great difficulties. One coachbuilder not a 
hundred miles from Sydney has his own seasoning process, and I have been informed that no timber is 
built into a coach or waggon unless it has been seasoned at least ten years. One sequel is that the hot 
suns of the interior or the moist atmosphere of the coas; make no impression on the products of his 
coachbuilding works; another is, and this is the more important, “once a customer, always a customer,” 
illustrating that good old maxim, “ the business that stays is the business that pays.” 
IV.—TIMBER ALREADY IN USE IN THE TRADE. 
Cedar (Cedrela Toona, Roxb.). 
One of the best known timbers of Australia and the Malay Archipelago and States, and Further 
India. 
It is famous for its rich red colour and beautiful figure and incomparable polish it takes, and is a 
splendid all-round timber. 
In railway carriage construction it is largely used for panelling, window framing, doors and also 
internal and external finishing generally, and let me here remark, can anything be more beautiful in 
carriage-building than an American car, with the outside sheathing in polished cedar 1 I think not. 
It is also used in the lighter kinds of finishing work of vehicles. 
Blackwood (Acacia melanoxylon, R.Br.). 
This is a large tree, having a dark coloured timber; very often with a beautiful figure. Close 
grained, hard and heavy, with little sapwood, and is used principally in this State for cabinet work. Tn 
coachbuilding it has been used for frame work, panelling, hood frames, cab seat rails, and no doubt could 
be utilised for other purposes in coachbuilding. 
It enters largely into the construction of passenger carriages of both railway apd tram cars. 
Myall (.Acacia pendula, A. Cunn.). 
It is a very hard, dark, cross-grained timber, but difficult to dress. I have been given to understand 
that it is used wherever the tree is found for parts of coachbuilding. It is similar in texture and qualities 
to Yarran and Gidgee. 
It is much in request for stockwhip handles. 
