(Lt 
CARPET-WAY. 
two or three years, or 400 of one year old. Carp, 
in their native condition, frequent the deepest 
places of ponds or rivers, where there is the least 
current. It is a fish which requires much pa- 
tience and address in the angler. They seldom 
bite in cool weather, but, during hot seasons, 
bite very freely. The bait commonly used in 
angling for carp is worms, and sometimes grass- 
hoppers. Various sweet pastes are also used, 
formed of honey or sugar, mingled with flour and 
small quantities of veal, pounded together in a 
mortar, till sufficiently tough to adhere to a hook 
without being easily washed off. A little white 
wool, mixed with the other ingredients, is of great 
assistance in giving the mass the requisite tena- 
city. To increase the pleasure and profit of carp 
| fishing, it is well, for a few days previous, to have 
some brewer’s grains or other food thrown into 
the water, by which the fish will be induced to 
| collect at any particular place in greater num- 
bers. 
CARPET-WAY. A grassy path, or unploughed 
|| stripe of lea-land, through the middle ofa ploughed 
| or cropped field. 
CARPINUS. See Hornpram. 
CARRIAGE. A conduit, trench, or duct, in 
| the irrigation of meadows, for conveying the 
| water of one main over the stream of another 
main flowing in a transverse or rectangular 
direction. It is sometimes built of brick, and is 
then conducted over the stream below it by an 
arch; but it is more frequently constructed of 
timber, and it then consists of bottom and two 
| sides, with the same capacity as the main to 
which it belongs. Its length is determined by 
the breadth of the main which it crosses. 
CARRIAGE. Any kind of draught-vehicle, 
for the conveyance of goods or persons from one 
place to another. The clumsiest cart for the 
conveyance of coarse and heavy articles upon a 
|| farm, and the most luxurious cabriolet for the 
pleasure - drives of gentry, are alike carriages; 
and both these and all intermediate sorts of cars, 
waggons, and chaises, are characterized by the 
possession of wheels and axle,—while most, in- 
cluding all the better kinds, are characterized 
.also by the possession of springs. “Taking wheels 
completely in the abstract,” says Mr. D. Giddy 
to the committee on the Highways of the King- 
dom, “they must be considered as answering 
two different purposes. First, they transfer the 
friction which would take place between a sliding 
body and the rough uneven surface over which 
it slides, to the smooth, oiled peripheries of the 
axis and box; assisted by a leverage in the pro- 
portion of the diameter of the wheel to the axis. 
Secondly, they procure mechanical advantage for 
overcoming obstacles, by introducing time pro- 
portioned to the square roots of their diameters, 
when the obstacles are small, as compared with 
the wheels; and they pass over transverse ruts 
or hollows, small in the same comparison, with 
an absolute advantage proportioned to their dia- 
CARRIAGE. | 705 
meters, and a mechanical one proportionate to 
the square roots of these diameters. Conse- 
quently, wheels, thus considered, cannot be too 
large ; in practice, however, they are limited by 
weight, by expense, and by experience. With 
reference to the preservation of roads, wheels 
should be made wide, and so constructed that 
the whole breadth may bear at once; and every 
portion in contact with the ground, should roll | 
on without any sliding. It is evident, from the 
well known properties of the cycloid, that the 
above conditions cannot all unite, unless the 
roads are perfectly hard, smooth, and flat; and 
the felloes of the wheels, with their tire, are ac- 
curate proportions of a cylinder. These forms, 
therefore, of roads and wheels would seem to be 
asymptotes, towards which they should always 
approximate, but which, in practice, they are 
never likely to reach. Roads must have some 
degree of curvature to throw off water, and the 
peripheries of wheels should, in their transverse 
section, be as nearly as possible tangents to this 
curve; but since no exact form can be assigned 
to roads, and they are found to differ almost from 
mile to mile, it is presumed that a small trans- 
verse convexity given to the peripheries of wheels, 
otherwise cylindrical, will sufficiently adapt them 
to all roads, and that the pressure of such wheels, 
ereatest in the middle, and gradually diminish- 
ing towards the sides, will be less likely to dis- 
arrange ordinary materials, than a pressure sud- 
denly discontinued at the edges of wheels perfectly 
flat. 
“The spokes of a wheel should be so arranged 
as to present themselves ina straight line against 
the greatest force they are in common cases likely 
‘to sustain. These must evidently be exerted in 
a direction pointed towards the carriage, from 
lateral percussions, and from the descent of either 
wheel below the level of the other ; consequently, 
a certain degree of what is termed dishing must 
be advantageous, by adding stzength ; whilst this 
form is esteemed useful for pxotecting the nave, 
and for obviating the ill effects of expansions and 
contractions. The line of traction is theoreti- 
cally best disposed, when it lies exactly parallel 
to the direction of motion; and its power is dimin- 
ished at any inclination of that line, in the pro- 
portion of the radius of the wheel to the cosine 
at the angle. When obstacles frequently occur, 
it had better, perhaps, receive a small inclination 
upward, for the purpose of acting with most ad- 
vantage when these are to be overcome. But it 
is probable that different animals exert their 
strength most advantageously in different direc- 
tions; and, therefore, practice alone can deter- 
mine what precise inclination of the line is best 
adapted to horses, and what to oxen. These 
considerations are, however, only applicable to 
cattle drawing immediately at the carriage ; 
and the convenience of their draught, as con- 
nected with the insertion of the line of trac- 
tion, which continued ought to pass through the 
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