Shifts and Expedients of Camp Life, Travel & Exploration

general rule, it will be found, when the test of actual use is brought to bear, that the description of contrivance (or at least a modification of it) in use among

or Port Elizabeth, or on the broad plains of the Orange River Free State, imported carriages from England, or vehicles upon their model by colonial builders, may be used with safety and advantage; and even some of those wondrous combinations of strength and lightness imported from America, under the names of spider or skeleton carriages, are found to do good service; but when really hard work comes on, and densely wooded kloofs or rugged mountain passes, with rough stretches of road over hill-side or valley, with fords in which stones of several hundred wei

available as a raft; at pp. 215-219 will be found diagrams and instructions for repairing axles, fore tongs, dissel-booms, strengthening wheels when the spokes are shaken loose, tightening up the tires by driving wedges between them and the felloes, or making and putting in new sp

ON (WITH

wag

or the reception of pots, kettles, and general lumber. Into the ends of the schammels are set rungs, or stancheons (l), which confine and support the waggon sides. Fig. 2 shows the arrangement of the carriage, clear of the wheels and top hamper. All the parts are distinguished by the same letters. Fig. 3 shows how the buik plank (a) is laid upon the after schammel (d), and kept from shifting by the clamps (e); it will be seen that there is room enough between it and the rungs (l) for the sides (b), and these are kept apart at the after part by the after bar (m), as well as by the after chest (n), and in front by the fore chest only, leaving, in the present instance, a space available for stowage of rather more than 11ft. long, 3ft. wide, and 3ft. in height; though frequently the cargo is piled much higher. The kadel, or bed, an oblong frame (o, p. 216), with a netting of raw hide thongs, is then either slung above the cargo to the stancheons of the tent, or laid upon spars placed across the waggon, with their ends resting on the top rail or leer boom (c). The tent frame should be first covered with reed matting, similar to a cheese mat, and often obtainable from the Hottentots. Above this should be the under sail, which is very often painted to render it waterproof, though for durability we prefer to have it of stout unpainted No. 1 canvas, and above this is drawn on the upper sail. In the case of a kap-tent, th

ugh a thickly-wooded country, trees or stumps would knock off in passing the corners of a rectangular chest. We think, for economy of room, a long chest, tapered at both ends, as shown in our sketch, might be adopted; and if there were a probability of the waggon chests being required for a boat, as described at pp. 140-144, this might be made in two lengths, as we have shown it, so that the ends would serve for the respective ends of the boat or raft. They would be secured either by bolts and nuts, or by lashings of hide to the cross-bars and to the stancheons of the waggon

ng the arms of the axle, underneath it; in its ends are the mortices for the rungs. q is the lifter, composed of two parts-the "legter voet," or upright, with two mortices, corresponding to the height of the fore and after axles-and the "legter hout," or lever, which is passed through the required mortice and forelocked by an iron pin. The shorter end is generally armed with one or more iron studs, to kee

beam is simply lashed under the original lang wagen, and its end is trimmed down so as to be inserted into the jaws of the fore tong; but as the bolt might probably split and draw out from the unprotected wood, the drag chains should be led aft from

a couple of 21ft. deals for instance. Cross-bars are lashe

orary

le bar, should be composed of some hard dense, yet tough, wood, as the axles have to be formed from it. The butt end of the prong piece (E) is so adjusted as to travel forward and backward on the pole, thus lengthening or shortening the body of the waggon. There are two methods by which the regulation of the prong piece is effected. One is to have a train of holes in the pole and one hole in the butt end of the prong piece for a pin to pass through, which being driven down through one of the holes in the pole holds it at that length. We, however, prefer hollowing out the lower surface of the prong-piece butt with a gouge until it fits on the pole after the manner of a hollow slide or rider. This we lash fast to the pole with a long strip of raw hide, taking seve

ed. For the conveyance of the packs and baggage of a large party it may be drawn out to its full length, as shown in the illustration (p. 440), leaving only pole enough for the attachment of draught animals. By bringing the prong piece farther back a short four-wheeled waggon can be formed, and by slipping the fore axle and prong over the end of the pole you leave the perch and hinder axle to be used as a two-wheeled cart, whilst an extra pole fitted to the first axle and prong makes a second pair-wheeled cart just as handy as the other. Should there be but two available draught animals for the two carts, shafts can be used

wine

he fore and after carriages were connected by a long fir pole, and the sides and bottom were formed of six or eight trees of the same kind, so arranged as to form a convenient bed for two or three beakers of wine. At the hinder end would be a te

just spoken of, it may be well that he should know how to construct a conveyance of this kind, as the fore part of the waggon affords ample space for stowing away barrels or

n gha

y. When travelling in this vehicle our heavy baggage followed in two hackeries, or country carts, each drawn by two pairs of bullocks. These hackeries, like the arobas of the Tartars, merely consist of an axle, a pair of rough strong wheels, a pole, and number of odd poles, sticks, and pieces of board bound together with hide. Our men were much puzzled in Crim-Tartary when we overtook, on the only road leading from passes perfectly impracticable for wheeled carriages, several of the bullock arobas of the country laden with bales of skins and bags of grain. The Tartars had simply taken their arobas to pieces by casting off the hide lashings, packed the bullocks, themselves, and their wolfish-looking dogs, with the divided loa

nd mule

postilion, black or white, acting as pilot to the lumbering old-world conveyance they journey in. Scarcely any two artillery services in the world correspond in their draught arrangement-some making use of the pole, whilst others, England amongst the number, use the shafts. Our province being to deal more particularly with vehicles calculated to bear the rough usage and vicissitudes of travel, we naturally turn to vastly extensive countries-where long journeys over hill, plain, and valley are commonly performed-for the best form of waggon to do it with. Experience in these matters is always the best guide

WAGGON (UNITED S

l dr

fore mentioned attached to them. These contrivances are simple in construction, powerful in action, and, by allowing a certain amount of retarded action to the wheel, many advantages are gained. The detail of the break arrangement varies greatly in the different countries in which it is used; but the illustration on p. 443 will serve to show the principle on which it is constructed. The roller (A) has two stout pieces of hide rope wound round it. These are attached to the break-bar (B), which slides forward and back under the staples (C). By depressing the end of the lever (D) and hooking down its end, the friction blocks (E) are drawn against the surfaces of the wheel tires and retained there with just as much force as

hift

load down a difficult place. When it is desirable to completely lock a pair of wheels, cut down a young tree of suitable size, trim off the branches, and cut it to a length sufficient to pass directly across the bottom of the waggon, through the spokes of each of the wheels to be locked, and extend a couple of feet or so beyond the nave of each wheel a few turns of rope round both the tree and the felloe of the wheel prevents the arrangement from slipping. This is a very good

ute for

e length of the tree, and see that it is long enough to trail on the ground sledge, runner fashion, behind the carriage, round up the ground end, like the toe of a skate, with your axe; cut another notch on its upper surface for the end of the axle from which the broken wheel came to rest in. Now lash both the front and hind axles in their places firmly, as shown in the annexed illustration, and you will be

n equ

ing it suddenly in cold water is apt to render the metal brittle. In the purchase of all iron fittings for either waggon work or horse equipment, about which we shall have more to say as our work proceeds, insist on seeing it, without paint or varnish, bare from the forge, as you can then see that there are no hollows, cracks, or defects in it. It is wonderful what a number of shortcomings a good thick coat of coal-tar will cover when laid on over the hot metal. Avoid malleable cast iron as you would a broken limb. It cannot be bent without the danger of nipping off short. When broken, it cannot be welded or faggoted up. It is not reliable in any way, and is a mere delusion and snare to the unwary; and yet, incredible as it may appear, not only the greater portion of the cheap horse equipment iron sent to the colonies is made from it, but we have ourselves seen more than one attempt made by unscrupulous contractors to introduce it in Government work, where wrought metal had been specially insisted on and agreed for. An experienced man will generally detect the nature of the material at once, but the inexperienced requires some rough and ready way of judging of the quality of that which he is about to purchase. Buckles, D's, rings, hooks, &c., will not unfrequently show the mark of the mould in which they were cast. If there is no such mark, take one of the suspected objects in the tongs, put it on an anvil, and with a light hammer knock it about a little to see if it breaks up; as a further test put it in the forge f

arti

cases of breakage. Well-organised labour will perform more in a few minutes than would double the amount of force in hours expended in ill-directed efforts. Works exclusively on artillery matters rarely reach the hands of any

hout a Waggon-C

smount

e gun is slung, 8 and 9 haul down the shafts, and hold them about the same height they would be if a horse was hooked in them. Nos. 6 and 7 then take the long end of the rope left by 4 and 5, and bring it down at the end of the box frame, close to the boxes under the breech of the gun about the vent astragal, or between the frame and footboard, according to the length of the gun, so that the rope

n round, and the carriage i

At the word "Lift," the numbers all lift, and carry the carriage to the rear of the limber, and rest the breast on the rear of the boxes, as far on as the front cap square bolts. Nos. 8 and 9 then moun

during the operation, gives the prope

ut on the wheels "dish down;" and the four lowest numbers will lash in rear, and the four highest number

the drag rope and breast chains. The side-arms are laid on the top o

with a Waggon-C

e dismounted, and the gun is

to and in front of the carriage; or, in other words, the gun carriage will be brought t

hen turned upside down

il rested on the footboard. Nos. 8 and 9 then jump up and seize the trail handles, and at the next heave bring the trail on the rear box. Then, lifting and moving forward, they bring the trail eye near to the l

6, 8, 7, and 9 the front boxes. Then the two extreme numbers and the two centre ones will each ta

wheels of the waggon, and rest them on the axletrees. Nos. 2 and 3 lash the wheels together at the rear. Nos. 4

their proper places on the gun carri

Gun Axletree

may be remarked that a piece of chain would answer best for slinging the gun, because a rope sling takes

handspike and passes it under the axletree close

e lowest part, to ease 2 and 8. At the word "Take off the wheel," 2 and 8 lift; the numbers on the opposite side pull over; 4 and 6 take the wheel off t

long, and pass it under the axletree and secure it to a piece o

side up," on the limber boxes; and all the numbers assist t

nd Waggon-The Gu

ves; for if two or more guns and waggons are acting together, a waggon

the trail; and the gun is run in rear of the waggon, with the trail eye under the rear axletree. Nos. 8 and 9 pass the locking chain th

lock chain of the gun over the axletree of the waggon, from rear to front, across to 8, who will pass it over the axletree from front t

ber will then be lashed close to the waggon wheel in the centre of the limber, in line with the axletree of the waggon. No. 1 then lets down the shaft-prop. Nos. 2 and 4 mount on the waggon, and 6 and 8 on the footboard of the limber. Nos. 2 and 6 lift one box

e 6 and 7 at the splinter bar, who will take hold of the front part of the wheels, and 4 and 5 the rear part, 6 and 7 attending to the linchpins and washers. Nos. 2 and 3

s are unlashed and the whe

umbers, and secured behind by both of the limber box lashings, and in front of the splinter bar and pitchells by the prolonges or fitting ropes. N

the disabled limber boxes and the guard irons of the waggon

ggon Limbe

epetition, except when the word "trail" is used in Case IV. use the wo

arnessing d

thong, to lace it to a corresponding ring on the "dissel-boom" (K), or on the "trek touw" (8). Near each end are two mortices, 3in. long, ?in. wide, and about 1ft. apart, through which to pass the "jeuk skeis," or yoke keys, which keep it in place on the neck of the ox. The ends should be rounded so as not to chafe the animal. A knobbed head, more or less ornamented, keeps them from slipping through the

e fore oxen so as to keep the "trek touw" tolerably tight, while the other oxen are yoked, as seen before waggon No. 2, on p.298 In outspanning the order is reversed, the fore oxen being left to keep the trek rope tight till the very last. An ox requires fully 8ft. to pull in; therefore, a trek touw for twelve oxen must be fully 40ft. long, as the two after oxen will be yoked to the dissel-boom, and require no rope. Our accompanying sketch of Cape oxen in their yokes will sufficiently show the arrangements. A Cape waggon is supposed to be loaded with about 2000lb. of cargo, but 3000lb. is not uncommon, and we have seen a waggon with 40

OX

n are used, as in our sketch-sometimes, six or more. The yoke lies upon the neck, like the African, but is fastened by iron bows passed up through the yoke and keyed above it, so that, when once an ox is yoked, nothing on

great discomfort to the animals, but is an absolute waste of their muscular power; for, strong as the neck of an ox undoubtedly is, that part of the spinal col

ING OX

mously long goad, hung in a sling, to drive the cattle with. In addition to the point of the weapon a sharp "dropper," or bob, is hung on in such a way that, by lowering the shaft of the goad, it ma

OX HA

ole strain comes upon the part best able to support it, i.e., the shoulder hump; and this simple gear has the advantage of being applicable to one or any number, while the yokes can only be used for pairs of oxen. Remember that the prudent as well as the merciful man is merciful to his beast; and if you want an animal to work for you, take especial care tha

h larger amount of pressure comes on the anterior point of the hump, or bearing point of the yoke piece, than in any other direction, the pin merely keeping the neck of the bullock in the proper position, and regulating the line of draught; whilst humpless cattle require, in lieu of a collar, either a neck bow, as shown at B, or some other mode of adjustment, by which neck and shoulder power can be brought to bear. The Indian, African, and Eastern cattle work ac