The body being planned out and in progress, the carriage underworks were prepared, and Mr Felton’s description answers to the description in most particulars of the method of building from that time to this. The axles were common axles, with a single large nut and linch-pin, such as we now use to agricultural carts and street cabs only. There were improved axle-trees, with double nuts at each end of the axle-trees and patent axles, which were not then furnished with the loose collet now used, and mail axles; all these are carefully described, and evidently very closely resembled the axles in use in 1876. The axles were strengthened by wooden additions called beds, in which the axles were recessed and clipped. The front and hind axle-beds were joined by a long timber called a perch, with wooden side-stays or wings behind. In front the under fore-carriage was joined to the perch by a large iron perch (or king) bolt. To secure a steady bearing for the upper and under carriages in locking round, a circle of iron and wood was added, termed wheel-plate in England, and the fifth wheel in America. Beneath the wheel-plate were the futchels (or fourchils) to support the splinter-bar and pole, or shafts. All these timbers were heavier in 1790 than those used in the following years; the ironwork was lighter and broke very frequently. The iron used by Coachbuilders in those days was decidedly inferior to the iron of 1830. This remark applies chiefly to the smaller pieces of iron. When a large piece of work, such as an axle-tree or a crane was required, it was forged of a number of bars, welded together, and hammered into a tough, secure mass. The wheels were the distinguishing feature of the carriages of that day, from their great height and light appearance, and demand some consideration from us. The extreme height of wheels extended to 5 feet 8 inches, which were made with but fourteen spokes; wheels 5 feet 4 inches high had twelve spokes; wheels 4 feet 6 inches had ten spokes; and the lowest wheels, 3 feet 2 inches high, eight spokes. The naves were of elm, the spokes of oak, and the rims or felloes of ash or beech. The rims of the higher wheels were often of bent timber, in two or more pieces, and were bolted to the tyres by one bolt [Illustration: PLATE 25. A FRENCH CHAISE DE POSTE OF 1760] [Illustration: PLATE 27. LANDAU OF 1790] [Illustration: PLATE 28. A PERCH SOCIABLE BY HATCHETT.] between each pair of spokes. The tyre was generally put on in pieces, the end joining in the middle of the felloe. But the better sort of wheels had the tyre put on in one piece, and called, as in the present day, “a hoop-tyre.”