AN IMPROVEMENT IN CARRIAGES
Year: 1841

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
VARLEY, of Bayswater Terrace, Bayswater, in the County of Middlesex, Artist,
send greeting.
WHEREAS IIer most Excellent Majesty Queen Victoria, by Her Letters
Patent under the Great Seal of Great Britain, bearing date at West-
minster, the Eighth day of March, in the year of our Lord One thousand
eight hundred and forty-one, and in the fourth year of Her reign, did give
and grant unto me; the said John Varley, my executors, administrators, and
assigns, Her especial licence, full power, sole privilege and authority, that I,
the said John Varley, my executors, administrators, and assigns, and such
others as I, the said John Varley, my executors, administrators, and assigns,
should at any time agree with, and no others, from time to time and at all
times thereafter during the term of years therein mentioned, should and
lawfully might make, use, exercise, and vend, within that part of the United
Kingdom of Great Britain and Ireland called England, the Dominion of
Wales, and Town of Berwick-upon-Tweed, and also in the Islands of Guernsey,
Jersey, Alderney, Sark, and Man, and in all Her Majesty's Colonics and
Plantations abroad, my Invention of "AN IMPROVEMENT IN CARRIAGES;" in
which said Letters Patent there is contained a proviso, that I, the said John
Varley, shall particularly describe and ascertain the nature of my said Inven-
tion, and in what manner the same is to be performed, by an instrument in
writing under my hand and seal, to be enrolled in Her said Majesty's High
Court of Chancery within six calendar months next and immediately after the
date of the said in part recited Letters Patent, as, reference being thereunto
had, will more fully and at large appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
John Varley, do hereby declare the nature of my said Invention to consist in a
particular combination and arrangement of the wheels and springs of carriages,
whereby the jolting or shaking may be diminished and the draft rendered
easier; and I, the said John Varley, do further declare that the nature of
my said Invention, and in what manner the same is to be performed, and par-
ticularly described and ascertained by the following, reference being had to
the Drawings and Figures therein mentioned and referred to:-
My improvement in carriages may be described generally as consisting in
the application of an additional pair of wheels to ordinary two-wheeled vehicles
as at present constructed; of an additional pair of hind wheels to ordinary
four-wheeled vehicles, either with or without an additional pair of front
wheels, the additional wheels both hind and front of all vehicles, and the pair
of front wheels of the ordinary four-wheeled vehicles, being in all cases
arranged and placed in a peculiar manner, as herein-after described. These
additional wheels furnish additional supports for the weight or load, and by
reason of the subdivision and distribution which may thus be made of the
weight or load the individual or separate springs of the carriages may be made
much lighter than they could otherwise be. The subdivision and distribution of
the load by additional wheels has been carried into practice in various ways,
but the peculiar feature of my Invention in respect of the way in which the
wheels are placed leads to a distribution of the load on the supports different
from any which has hitherto been practised, as will be seen on inspecting the
Drawings, herein-after referred to; and the result is, that carriages constructed
according to my Invention will travel across the obstacles or inequalities of the
road more easily and with less jolting than is usually experienced, since from
the peculiar arrangement of the wheels the whole load will rarely be lifted, but
the various springs and supports will in general yield separately and in
succession.
I now proceed to describe, by reference to the Drawings, the application of
my Invention to various descriptions of carriages. The application of my
Invention in respect of two-wheeled carriages as at present constructed will be
understood from an inspection of the Figures 1, 4, 5, 6, and parts of Figures
2, 3, and 7, in all of which, A, A, represent one pair of wheels, and B, B, the
other pair. The various Figures shew different kinds of axles, and different
modes of connecting the pair of wheels with each other and with the load. The
several parts here shewn are well known, and in constant use in the construc-
tion of vehicles with springs, and the following detailed description of the
Figures will shew the manner in which the Invention is to be practised in

page_text: particular cases. When I wish to use as the two supports on each side wheels
of equal diameters, I place the inner wheels B, B, sufficiently forward to avoid
any extreme cranking of the axis M, Figure 1, of the outer wheels A, A ; and
in those cases where I wish to apply my Invention and to retain straight
axles, I place the axis N of the inner wheels B, B, nearly or quite half their
diameter either before or behind the axis M of the outer wheels A, A, keeping
their planes near together, as shewn in Figures 1, 4, and 6. The distanco of
one wheel from the other will be seen from the relative proportions of the
Figures. In Figure 1 is shewn the form of the axis M, having two cranks
O, O, so formed and arranged as to allow room for the free play beneath them
of the inner wheels B, B; on these cranks I fix the outer springs C, C, in any
of the usual modes. One of these springs is represented in the elevation,
Figure 2, being placed under the seat P of an omnibus and resting on the
crank O, the near wheels A, B, being removed to shew it. The inner springs
C, C, belonging to the wheels B, B, are placed just within the springs of the
wheels A, A, under the same seats P, and are fixed on the supports Q, Q;
these supports are framed to the axis N by the rods R, R, and S. The sides
T, T, of the omnibus floor may be so extended as nearly to fill the space
between the two supports Q, Q, and the cranks O, O, by which all lateral
strain of the springs marked C is prevented; and to obviate any longitudinal
strain on the before-mentioned springs marked C, the axes M and N are cach
held to their places by two rods U, U, V, V. In the elevation, Figure 2, U
shews one of the rods for the axis M, and V shews one of the rods for the
axis N. In the plan, Figure 3, the four rods U, U, V, V, are shewn. In
Figure 1 the rods are omitted, but U, U, V, V, indicate the parts of the axes
to which they are attached close within the wheels. These rods are sufficiently
loose to allow free play of the axes up and down.
Figures 4, 5, and 21 shew another node of placing my pairs of spring
C, C, C, C, side by side. In this mode the outer springs belonging to the
wheels A, A, are lodged in iron slings W, W, which slings are pendant from
the upper parts of the cranks 0, 0, of the axis M, whilst the inner springs C, C,
belonging to the wheels B, B, stand on a raised portion of the axis N, so that
the four springs marked C, C, C, C, belonging to the wheels A, A, B, B, aro
placed of the same height for the purpose of supporting the bars X, X, which
project from the back of the carriage, these bars X, X, being divided at thier
outer ends, as shewn in Figures 4 and 21. These divisions or slits allow a
portion of the bars X, X, to pass through the slings, so that the outer portions
may rest on the outer springs, and the inner portions may rest on the inner
springs, both passing under the cranks O, O, the bars X, X, being considerably

page_text: above the axis N and a little above the axis M. I steady the axes by rods, as
before described, and shewn at U, V, in the elevation, Figure 2, or I attach
the rods U, U, to the axis M, at the bends Y, Y, Figure 4, and I vary their
form according to the form of the carriage, so as to insure (in the play up and
down of the axis) their keeping clear of the springs.
Another mede of connecting the wheels and springs to the carriages is shewn
at Figures 6 and 7. In this mode the axis M has two cranks O, O, to allow
Toom for the play of the inner wheels B, B, as before described. The middle
portion of the axis M may be placed either level with or below the centres of
the wheels A, A, and have the two springs C, C, placed at a, a, close to the
cranks O, O. On these springs the bars 6 of any suitable vehicle may rest, as
is shewn at b, Figure 7, or the floor of a cart, as is shewn c, c, Figure 6; from
the bars 6, or the floor c, c, iron rods d, d, d, d, may descend and rest on the
lower springs C, C, which are fixed on the lower axis N, and nearly under the
upper springs, as shewn in Figure 6; the bars b, or floor c, c, .may be so con-
structed as nearly to fill the space between the cranks O, O, and to form a
guard to prevent any lateral strain on the springs. It will be observed, in the
side view of the wheels, as shewn in Figure 2, 5, 7, (or in the extreme case,
shown in Figure 8,) that the one wheel overlaps the other; in Figure 2 and
Figure 7 the smaller wheel is shewn in advance of the larger, and this will
generally be the most convenient arrangement, depending of course on the
peculiar sizes of the wheels and the circumstances of the case. The distanco
by which the point of contact of one wheel with the road should be in advanco
of the point of contact of the other wheel with the road will depend on the
nature of the road in respect of the obstacles to be passed over; from three to
seven inches is a suitable distance' for ordinary streets or roads. Should a
carriage be intended to be used exclusively on au extremely smooth road, or
on a stone tramroad or railroad, the smaller distance or a still less distance
may be used with advantage. I place the wheels A and B as.near to each
other laterally as the peculiar mode of connection will admit.
In the application of my Invention to four-wheeled vehicles, several varieties
of combination, construction, and arrangement present themselves; and my
Invention in respect of these has reference to the hind wheels, to the front
wheels, and to a combination of the hind wheels and front wheels. The
Figures already referred to, and the preceding description, will sufficiently
explain my Invention, so far as the same relates to the hind wheels of such
vehicles. My Invention, in respect of the front wheels of carriages, relates to
the use of a pair of wheels as front wheels, of three wheels as front wheels, of
four wheels, or two pair of wheels, as front wheels, and of each of them

page_text: respectively in combination with the hind wheels, as herein-before described;
these I proceed to describe in order.
First, with respect to the two front wheels. These are shewn at D, E,
Figure 9, Figure 12, each connected with the carriage by a separate spring,
and with each other by a suitable mode of locking; these wheels are placed
equidistant from the centre of the front of the carriage, parallel to and as near
cach other as safety and the nature of the springs and the method of locking
will permit; but one wheel is placed in advance of or overlapping the other,
on the principle herein-before described, and as is shewn in the side views
Fig. 10, 13, and plan Figure 14. Any of the following modes may be used.
Fig. 9 is the front view, Fig. 10 the side view, and Fig. 11 the plan of one
mode. In these Figures, D and E are the two wheels, which may be mounted.
in any suitable manner in frames c, e, from the top of which rise the rods f, fƒ ;.
these rods pass through guide holes g, g, and h, h, fixed by iron bars to the
foro part of the carriage, through which guide holes the rods f, f, slide freely
up and down with the play of the springs F, F, having swivel pins at the top.
connecting them with the said springs, these swivel pins allowing the wheels.
D, E, with their frames c, c, and rods f, f, to turn freely independently of the
springs; the weight of the front part of the vehicle rests on these springs F, F,
(and through them on their respective rods, frames, and wheels,) by means of
the seat i, i, or any suitable strong arms or attachments; thus these wheels D.
and E bear their portion of the load, and each of them turns with its rod f.
(by means of the swivel pin attaching it to its spring, and acting as a vertical
axis). But in order to make these wheels D, E, always turn together, I use
as one means the following mode of locking them--I place on the top of
cach of the frames e, e, between and firmly attached to them and the rods f, f,
a horizontal circular plate j, j, with a groove of sufficient breadth to receive a
belt k, k, which connects them together, and to prevent the belt k, k, from
slipping I fasten it to the sides of the plates j, j, at 21. The pole-stock lis
suspended from and turns on a centre più in the arm m, which projects from the
centre of the lower part of the front of the vehicle. From this stock rise two.
staples n, n, and pass through metal-edged holes in the belt h, k, so that when
the stock is moved either to the right or to the left, the staples n, n, passing
through the holes in the belt k, k, will draw the belt k, k, with them, and the
belt k, k, being fixed to the plates j, j, at 21, will cause the wheels D, E, by
means of the swivel pins attached to the springs F, F, to revolvo together.
By this means the wheels D, E, whilst locking, always preserve their relativo
situation with respect to the carriage. The means of attaching the houses or
other moving power is not here shewn, but the draught is through the stock l;

page_text: the centre pin on which it turns is in a direct line between the centres of the
two plates j, j, and to avoid strain on this centre pin, as well as to support the
stock 1, I carry the stock some distance back beneath the carriage, turning the
end up at o to fit a circular groove p, p, fixed to the bottom of the carriage,
shewn by the dotted lines, Fig. 11, and at o and p, p, Fig. 10. Thus, in
turning the wheels by the centro pin, the hook at the end of the stock
traverses in the groove p, p, and either in pulling or backing the carriage,
this groove p, p, by means of the hook o, bears the strain and relieves the
centre. ...
Figs. 12, 13, and 14 shew a second mode of arrangement of two wheels in
front. In this mode, the rods f,f, in place of being held separately to the
vehicle, are mounted together in the frame q, W, r, and this fráme for the
purpose of locking has pivots to turn in the strong arms and t, which
arms are perforated to receive the ends of the bar w for that purpose. The
holes in the plate g, through which the rods f, f, pass, are made either square,
or elongated longitudinally with the carriage, and those parts of the rods f, f,
within, and a little above and below these holes, are made of a corresponding
form, to enable them to slide up and down without turning. In this mode I
find it advantageous to use spiral springs; I place on the rods f, f, at a suitable
height (according to the length of the springs) flanches u, u for the spiral
springs F to rest on, as shown at F, u, F, u, Fig. 2; the upper end of these
spiral springs (which may be covered with cases v, v,) act against the plate »,
see Figures 12 and 13. The carriage pole, splinter bar, or other means for
draught, may be attached to and supported by the frame q, w, r, in any con-
venient manner, according to the nature of the carriage. The wheels-thus
mounted, the axis of one being placed in advance of the other, the locking is
performed by turning, the frame q, w, r, by 'the means of draught, which, as
shewn in Figures 13 and 14, may be accomplished by connecting the pole to
the frame q, w, r, by means of the iron straps & and y.
A third mode differs from the foregoing, in being so arranged as to remove
all limits to the degree of locking;-Fig. 7 is a side elevation; Fig. 22 is a side
elevation of the locking apparatus, separated and without the wheels; Fig. 23
is a plan of the locking separated; and Fig. 24 is the plan of the apparatus for
locking put together. In this mode the wheels D, E, are held in a frame q, w, r,.
in the same manner as described in Fig. 12 and 18; but in this mode the
plate q, tlirough which the rods f, f, pass, is circular, as shown in Figure 23;
and is made to fit in a recess formed in the under side of the ring, which
forms the lower arm of the carriage, instead of the arm's in Fig. 13. The
ring is sufficiently large to allow the two rods f, f, to pass through and allow

page_text: their free motion round. When the circular plate q is put in its place in the
recess, indicated by the dotted line in the projecting arms, it may be retained
there by the buttons 1, 1, 1, 1: The upper end of the frame bar w is fitted
into the seat or upper arm t, and may be retained there by means of a lynch
pin or other convenient mode. In Figures 23, 24, at 2, 2, 2 are shown-ho!es
by which the braces 3, 3, 3, Figures 7 and 22 (for the additional support of
the box) may be attached. Any suitable means for draught may be attached
to the under part of the. plate q, in a manner somewhat similar to that shewn
by 4, 4, Figures 7 and 22. It is obvious in this arrangement that there is
nothing to prevent the frame q, to, r' from turning quite round- but the means
of draught coming in contact with the vehicle."
Secondly, with respect to the threo front wlieels. A front view of these is
shown in Figure 15; the middle wheel G is placed in the centre of the front
of the vehicle, and the two other wheels equidistant on each side. In
this case also each wheel is in advance of or overlaps the other, according
to the principle herein-before described, and as shewn in Figure 17 and plan
Figure 16. The application of this part of the Invention is shewn in detail
in Figures 15, 16, 17, and 18. The mode of attaching the wheels to the
carriage is similar to that herein-before described, and shewn in Figures 9 and
10. I place one wheel G in the centre of the front of the carriage, and the
outer wheels H and I (laterally) equidistant from the centre wheel, arranging
the springs F, F, F, beneath the seat i, so that the axes of the wheels
beneath them shall be in advance one before the other, as shewn by H, G, I,
Figures 16 and 17; or by placing the springs so that the axes of the outer
wheels H, I, shall be in a straight line, and the axis of the middle wheel G
either in advance (as shewn in the plan, Figure 18,) or in the rear of the axes
of the outer wheels. In the mode shewn in Figure 16 for locking the three
wheels, I place on the top of each of the frames e, e, e, a horizontal circular
plate, in the form and manner herein-before described, and shewn at j, j,
Figures 9, 10, 11; with this variation, that the platej of the centre wheel G
must have two grooves of sufficient breadth to receive the two belts 5 and 6.
The wheels G, H, are connected by means of the belt 5, 5, passing round their
circular plates j, j, and fixed at the points 21 to prevent it from slipping; and
in a similar manner the wheels G, I, are connected by the belt 6, 6... Tho
three wheels thus connected by the belts 5, 5, 6, 6, either of them mado. to
revolve on its vertical axis (formed by the swivel pin attaching it to its spring),
must cause the two other wheels to revolve with it. In this example, I'move
iron frame. 7, 7, (shewn
the middle platej of the
separately by Figure 25).
wheel G by means of an
This frame 7, 7, is supported by means of the arin

page_text: 9, 9, (which is fitted on and around a neck 10, forming a part of a central
arm or guide hole. This frame fits over the central wheel frame e, e, (7, 7,
Figure 15,) so as in its motion to the right or left to move that frame and its
wheel G with it; and with the wheel G the other wheels H and I, by means of
the belts 5, 5, 6, 6; one end 8 of the frame 7, 7, extends sufficiently forward
to permit the attachment of any suitable means for the draught of the car
riage, and the hinder end extends back under the carriage, and is formed and
traverses in a circular groove under the carriage, in the same manner and for
the same purpose as the stock 7, herein-before described, and shown at o and
P, p, Figures 10 and 11. The hook o with the arm 9, 9, forms the support for
the means employed for draught.
Thirdly, with respect to four front wheels. The arrangement and connection
of the wheels, when four front wheels, or two pair of front wheels are used, is
shewn in Figure 19 and 20. The wheels K, K, constitute one pair, and the
wheels L, L, another pair. Each pair may be connected with the same spring,
as shown in Figure 19; or each wheel with a separate spring F, as shewn
in Figure 20; in this latter case the two contiguous wheels K and L of each
pair are connected together by any ordinary or usual method of locking. In
this case also one wheel is in advance of or overlaps the wheel contiguous to it;
but it will be observed that either both the inner wheels or both the outer
wheels are to be in advance, that is, the two wheels K both in advance of the
two wheels L, or the two wheels L both in advance of the two wheels K, as
shewn in the plan, Figure 3. The Figures 2, 3, 19, and 20 shew two of the
modes I use in applying four wheels to the front of a carriage. The wheels
K, L, K, L, Figure 19, are mounted in frames e, e, and attached to the springs, in
a form and manner herein-before described. In Figure 9 and 15 I have mado
use of double bow springs F; but in the arrangement of four wheels, as shewn
in Figure 19, I use single springs F, F, attached to a strong block pendant
from the under part of the seat i, i, the swivel pins connecting the tops of the
rods ffff, of the wheels K, L, K, L, being attached to the ends of the
single springs F, F; I place these wheels in pairs at the corners of the front
part of the carriage, and laterally, as near together as the mode of mounting
and locking them will permit, placing the axis of one of each pair of wheels in
advance of the axis of the other. One mode of locking is performed by a set
of parallel rods of equal length, shewn in Figure 2 and 3. 12, 12, 12, 12, are
the four parallel rods projecting from the front of the frames e, having their
ends 13 bent downwards, as shewn in Figure 2 and 20; these ends are passed
through clongated holes in the front bar 14, which bar moves freely on its
ecutre pin 15; this pin rises from the pole-stock 16, and this stock is jointed.

page_text: at m to an arm, somewhat similar to that in Figure 11, but shown only by
dotted lines in Figure 3; this stock has its hook o and groove p, herein-before
described. The dotted lines sufficiently shew the action of locking. The
holes in the front bar 14 are elongated longitudinally, but fit laterally; this
allows the free play of each wheel up and down, free from any catch in the
bar 14. Figure 20 and the fore part of Figure 2 differ from Figure 19, in
the substitution of spiral springs F, F, for the other form of springs. The
quantity of locking, provided in Figure 3, may be generally sufficient, but.
where I wish to be unlimited I mount each pair of wheels in a similar manner
to Figuro 7, and connect them together by a parallel motion. In all these
combinations of wheels a sufficient quantity of room is provided for the separate
action of each wheel and its spring, so that none of the parts of one wheel
shall strike against another. The strain on my cranked axles is lessened by
the use of rods, similar to U and V, Figure 2 and 3, or some equivalent, to
keep each axis in its place, and it may be eligible to place them obliquely, as
shewn in Figure 2, as every rise of the wheels will carry them a little behind.
their former place; and approving of this motion, I make the action of the:
springs C to coincide with them by fixing their front ends to the vehicle, as
at 17, 17, Figure 2, and attach. their hinder ends 18, 18, by links; by these
means both the spring and its wheel will move back and come forward
together. This retreating action gives a little more time for the wheels to
pass the obstruction whilst the load is proceeding at a uniform speed, and.
in that degree lessens the shock of the concussion. In some cases I provide
for a small quantity of retreating action to the front wheels, shewn in
Figure 2, 9, 10, &c.; a space is left between the top of the frame e and
the lower guide holes g to allow of the full play of the springs F. This
play of the springs obliges me to place the guide holes g higher than would
otherwise be desirable; I thereforo place lower supports 19, 19, behind the
frames e, e, (Figure 2, 10, 17;) I curve the back of these frames, as shown
at 20, 20, Fig. 3, to allow of locking, and elongate the guide holes 9 suffi-
ciently to secure the contact of the lower supports 19 with them; I slope
these supports 19 and the tops of tho frames e, so that every obstruction
which causes the wheels to rise, will by this arrangement, at the moment of
their rising, afford more room, and thereby allow them to yield quickly.
Any one of the three last above-mentioned combinations for the front
wheels may be used in connection with the combination first herein
described, and thus constitute my improvement in carriages, that is to say,
such carriages as are now usually constructed with more than two wheels.
The side view of a carriage constructed according to my improvement, by

page_text: combining the two pair of hind wheels and the two front wheels, is shewn in
Figure 7, and by combining the two pair of hind wheels with four front wheels,
or two pair of front wheels, is shewn in Figure 2; and the plan, Figure 3,
shews the arrangement of the wheels in this last-mentioned mode of applying
my. improvement in carriages. The Figures and Drawings are supposed to
represent carriages and parts of carriages of the usual and ordinary dimensions;
but as the size of the carriages or relative proportions of the parts form no part
of my Invention, I have given no: directions' respecting them, and leave it to
any one conversant with the construction of carriages to make the carriage:
and its respective parts of the size, shape, and relative proportions best suited
to the purposes for which the carriages are required.
I have given a description of several kinds of springs, axles, and methods
of-locking, which, according to my present experience,. may be used most.
advantageously, but many others with which any builder of carriages - is
acquainted may also be used. The Figures herein referred to and described
represent certain arrangement of, the wheels, axles, and springs, and other.
usual and necessary parts of carriages, which arrangements may be advantage-
ously adopted for the purposes of my said Invention, and for the using and
putting in practice of my improvement in carriages; but I do not claim the
exclusive use of any of these several and well-known parts, except so far as
the same are or may be used in connection with the particular combination
and application of the wheels of carriages herein described, and herein-after
claimed as of my Invention; and I claim as of my Invention, and as tho
essential part of my improvement in carriages, the application_to_carriages_of_
wheels placed parallel and contiguous to each other, whereof one is in advance
of or, overlapping the wheel contiguous to it, as herein-before described.
In witness whereof, I, the said John Varley, have hereunto set my hand-
and seal, this Eighth day of September, One thousand eight hundred
and forty.OR

page_text: AND BE IT REMEMBERED, that on the same Eighth day of September,
in the year above mentioned, the aforesaid John Varley came before our
Lady the Queen in Her Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained, in form above written.
And also the Specification aforesaid was stamped according to the tenor of.
the Statute in that case made and provided.
T
1111
1