The carriage is then turned up into its old position; the wheel-plate is cased on the top with carved wood, and a plate is riveted to the side of the horn-bar. The springs are now fitted to their blocks and bolted firmly down. Iron stays are bolted to the springs beneath the beds to render them still firmer. The footman’s step, and the steps for the coachman to mount to his box by, and other ironwork that may be required in the shape of stays, &c., are then fixed in their place. The under portion of the fore carriage is framed to the fore axletree bed, which is a very stout piece of timber. Through this are framed the two futchells which receive the pole. The upper part of the axletree bed is covered with a strong plate to match the wheel-plate. A circular piece of timber, called a sway-bar, is bolted behind the axletree bed, and this is also plated beneath for security. In front is a smaller piece of the same kind, and they both serve for the circumference of the wheel to rest on. The splinter-bar is bolted on to the fore end of the futchells and secured by branching stays, one at either end connecting it with the axletree bed. As an additional security, iron stays are fitted to the bottoms of the futchells passing over the axle, which, in addition to bolts, is secured by screw clips at the ends, the same as the hind one. The carriage above described is one suspended only on =C= springs. Sometimes elliptic springs are used in conjunction with =C= springs, and the former are then termed under-springs. In the latter case, of the double combination of springs, the constructional timbers may be of a less size or scantling, owing to some of the strain and concussion being removed. In this case the axles are clipped to the under-springs; but the general mode of construction is the same. In first-class work a wrought-iron perch is used instead of the before described wooden one. This generally follows the contour of the underside of the body, and is called a swan neck. It enables the perch to be constructed of a much lighter appearance, and being really light, and to a certain extent elastic, all the beds and iron stays may be proportionately reduced in weight. The wheels and axles also, having less to carry, may also be made lighter. The system was introduced by Messrs. Hooper about 1846, and at first was only applied to broughams and sociables, but it has gradually been applied to the largest carriages, especially barouches and landaus. These perches are supported on horizontal under-springs, and are not now made so light as at first, for it is found that unless the hind wheels follow steadily, not only is the carriage heavier behind the horse, but the perch itself is frequently bent against very small obstructions; a stronger and stiffer perch is therefore now used, and it is found easier both to the horse and to the passengers.