ferent forges, and by two distinct gangs of men. A third
forge and a third gang are constantly employed in welding these two
detached parts in one continuous piece, forming a spoke. One of
these parts resembles a [T] with the downward stroke very short, and
the cross stroke at the top slightly bent, so as to form a section
of a curve. The other piece is about the same length, but rather
thicker, and at its larger end somewhat wedge-shaped. This last
piece forms that part of the spoke which goes nearest to the centre
of the wheel. These two parts, when completed, are again heated to a
red heat, and in that ductile state hammered with dexterous blows
into one, which then resembles the same letter [T], only with the
downward stroke disproportionately long. Eight or more of these
spokes, according to the size of the wheel, and whether it is
intended for a carriage, an engine, or tender, are then arranged
together on the ground, so that the wedge-shaped ends fit close
together, and in that position are firmly fixed by the imposition
above them of what is called a 'washer,' a flat circular piece of
iron, which is laid red-hot on the centre of the embryo wheel, and
there hammered into cohesion. The wheel is then turned over, and a
second 'washer' beaten on, so that the partially molten metal runs,
and joins together with the particles of the spokes, and the whole
is one mass. In the ordinary cart-wheel or gig-wheel the spokes are
placed in mortise-holes made in a solid central block; but in this
wheel before us, the ends of the spokes, well cemented together by
the two washers, form the central block or boss. The ends of the
spokes do not quite touch each other, and so a small circular space
is left which is subsequently bored to fit the axle. The wheel now
presents a curiously incomplete appearance, for the top strokes of
the [T]'s do not touch each other. There is a space between each,
and these spaces have now to be filled with pieces of red-hot iron
well welded and hammered together. To the uninitiated it would seem
that all this work is superfluous; that the wheel might be made much
more quickly in two or three pieces, instead of all these, and that
it would be stronger. But the practical men engaged in the work say
differently. It is their maxim that the more iron is hammered, the
stronger and better it becomes; therefore all this welding adds to
the strength of the wheel. In practice it is found quicker and more
conveni