The perfection to which the American buggy or waggon has been carried, and every part likely to give way carefully strengthened, is marvellous. Those made by the best builders will last a long time without repair. The whole is so slender and elastic that it “gives"--to use a trade term--and recovers itself at any obstacle. The defect in English eyes of these carriages consists in the difficulty of getting in or out by reason of the height of the front wheel, and its proximity to the hind wheel--it is often necessary to partly lock round the wheel to allow of easy entrance. There is also a tremulous motion on a hard road which is not always agreeable. It is not surprising that, with the great advantages of extreme lightness, ease, and durability, and with lofty wheels, the American waggons travel with facility over very rough roads, and there is a great demand for them in our colonies. It must be remembered that the price is small, less than the price of our gigs and four-wheeled dog-carts. This cheapness is attained by making large numbers to the same pattern, by using cast-iron clips and couplings, and stays, by the use of machinery in sawing and shaping, grooving and mortising the timbers, and by the educated dexterity of the American workman always ready to adopt any improvement. An educated man will make a nimble workman, just as an educated man learns his drill from the military instructor more quickly than a clown. An educated man finds out the value of machinery and desires to use and improve it. Instead of fearing its rivalry he welcomes it; he remembers that all tools, even the saw and the hammer, are machines, and that the hand, the human hand that guides those tools is but a perfect machine obeying the guidance of the brain more quickly and in a more varied manner than any man-made machine. The American workman therefore uses machines more and more. In England machinery for wood-shaping is used at Derby, Newcastle, Nottingham, Worcester, and other towns; and in Paris some beautiful machinery is at work in coach factories. In London, I believe, it is chiefly confined to patent-wheel factories. We use also a few steam-driven saws, some paint-grinding mills worked by hand, and drilling and punching machines. But until the use of machinery is adopted more generally in London it is probable that the trade of building carriages for export will drift more and more to the provinces and to the Continent. The saving of machinery in omnibus and cab-building would be great, because the patterns vary so little, and all other parts of one carriage could correspond with another, and counterchange when repairs were needed.