IMPROVEMENTS IN THE CONSTRUCTION OF WHEELED CARRIAGES AND WAGONS, APPLICABLE TO TRANSPORT FARMING AND OTHER DIIDDOSES "
Year: 1882

page_text: LETTERS PATENT to Henry Joseph Barrett of Kingston-upon-Hull in the
County of York, Commission Merchant, for an invention of "IMPROVEMENTS
IN THE CONSTRUCTION OF WHEELED CARRIAGES AND WAGONS, APPLICABLE TO
TRANSPORT FARMING AND OTHER DIIDDOSES "
PROVISIONAL SPECIFICATION left by the said Henry Joseph Barrett at
the Office of the Commissioners of Patents on the 5th April 1882.
HENRY JOSEPH BARRETT of Kingston-upon-Hull in the County of York,
Commission Merchant " IMPROVEMENTS THE CONSTRUCTION OF WHEELED
CARRIAGES AND WAGONS, APPLICABLE TO TRANSPORT, FARMING, AND OTHER
PURPOSES
"
'
The object of this Invention is to provide a carriage suitable for rough work
over uneven ground, and applicable to military transport, farming, and other
purposes, where great strength combined with lightness of build is desirable.
In carrying my invention into effect I make the carriage or wagon of detached
parts, which may be bolted together or taken to pieces in a few hours without the
aid of skilled labour.
A transport wagon to be used for military purposes, and constructed according
to my Invention, is composed of two main portions, the lower portion comprising
the axles, wheels, standard, and certain connecting rods and stays, all preferably
of metal, and the upper part consisting essentially of the bed planks, side planks,
and driver's sent, of wood.
The bed planks and also the side planks are firmly connected by light steel or
iron cross battens and bolts, but they need have no connection with each other,
and each may constitute a detachable and separate. part of the body, resting within
the metal standards carried by the lower portion of the wagon. The bed planks
rest loosely between the side planks, the latter being supported laterally by the
four upright standards. Sufficient play is left between the standards and the
detachable parts of the body of the wagon to allow of the latter rising in position
as the under frame inclines laterally or longitudinally, on the passage of the vehicle
over rough ground, and thus no strain is transmitted to the upper part of the
wagon. Thus any one of the four wheels, which are of dish shape, may be raised
or lowered considerably without throwing any additional strain on the other three
[Price 6d1

page_text: wheels or upper parts of the wagon, and directly the obstruction is passed over
the said wheel adapts itself to the surface of the road, whether it be hilly, stoney
or rutty. Bolted to the axle of the front wheels is a casting, or metal framework
on which rests a second casting, or metal framework of somewhat similar form
carrying the metal standards above referred to. The upper casting is secured to
the lower casting by a central vertical bolt, which also passes through an eye in
the forward end of a central longitudinal rod connecting the front and rear axles,
and serving to equally distribute the strain between these axles and their wheels.
The rear end of this connecting rod is united by stays with the rear axle at points
near the outer ends thereof, so that the pull is exerted close to the bearings of the
wheels.
The front axle is connected, by a light stiff steel framing, with a casting or
socket-piece which receives the draught pole of the vehicle. This framing is
preferably bolted to the front axle at four points, two above and two below its
axis, the former being near the vertical central bolt above referred to, and the
latter close to the bearings of the front wheels.
The said framing is also attached by rods or links to the outermost extremities
of the axle of the front wheels, which are thereby most effectually protected against
the wrenching action of hard rutty ground.
The bolts which fasten the connecting rod to the front and rear axles are
arranged to work loosely for the purpose of allowing each axle and pair of wheels
to move to a certain extent independently the one of the other, and to prevent one
end of the wagon from interfering too much, as it rises and falls, with the motions
of the other end. The side planks of the body are supported by the four iron
standards and simply rest on the axle castings, or framework, without being
fastened thereto, which principle of construction allows them to move freely
whichever way the axle moves. The bed-planks are connected by bolts to cross
battens or an underlying steel framing, and can be readily replaced after being
taken to pieces. This facility is invaluable in rough countries where stoney
ravines, or rivers which are unbridged, have to be crossed.
The vehicle is furnished with a suitable brake applied from the rear by a winch
handle. The brake blocks are forced against the rear wheels by turning the
handle, and they rest in steel bracket pieces, which serve, by their spring to
release the brake when pressure is removed therefrom. These blocks being only
bolted to the brackets can be readily replaced when worn by any rough picce
of wood.
By thus constructing a wagon I obtain flexibility and strength both laterally
and longitudinally, the connecting rod serving in a great measure to take up any
twist given to one axle, and prevent it from being transmitted to the other axle,
and the method of construction and fitting together of the upper and lower
parts of the wagon preventing the motions of the axles from causing the break-
down of the upper parts.
A wagon thus constructed is far lighter, cheaper, and more durable than one
made of wood of corresponding strength.
In applying the same principle of construction to a farmer's wagon, the steel
supports over the axles on which the body of the wagon rests are so bent as to
give considerable elasticity.
The sides of the body are also adapted to receive standards on which to fix
a tarpaulin or other covering, such as a canvass cap tent. In other respects
this wagon is the same as the transport wagon only of lighter build. The wheels
are also preferably "dished."
For the conveyance of stores, baggage, and artillery, this construction of carriage
is invaluable being capable of packing in a small compass for storage at home, or
for saving freight on its despatch abroad.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Henry Joseph Barrett in the Great Seal Patent Office on the
5th October 1882.
HENRY JOSEPH BARRETT of Kingston-upon-Hull in the County of York
Commission Merchant. "IMPROVEMENTS IN THE CONSTRUCTION OF WHEELED
CARRIAGES AND WAGONS APPLICABLE TO TRANSPORT, FARMING AND OTHER
PURPOSES.
"
The object of this Invention is to provide a carriage suitable for rough work
over uneven ground and applicable to military, transport, farming and other
purposes, where great strength combined with lightness of build is desirable.
In carrying my invention into effect I make the carriage or wagon of detached
parts which may be bolted together or taken to pieces in a few hours without the
aid of skilled labour
A transport wagon to be used say for military purposes and constructed
according to my Invention, is composed of two main portions, the upper part
consisting essentially of the bed planks, side planks and drivers seat of wood, and
the lower portion comprising the axles, wheels, standards or supporting framework
for the bed and side planks, and certain connecting rods and stays all preferably of
metal,
In the accompanying drawings fig 1 is a side elevation and fig: 2 a plan view of
a Transport wagon constructed according to my Invention, Fig: 3 is a vertical
sectional elevation taken through the axle of the front wheels, and fig: 4 is a
similar view through the axle of the hind wheels of the wagon,
Figures 5 and 6 shew in plan and edge views the construction of draught pole
or "dussell boom" as it is called in the South African Colonies, which I prefer to
employ in my wagon by reason of its strength, flexibility and lightness-In these
figures the same letters of reference indicate like or corresponding parts.
A A' are the front and rear axles respectively, on which are mounted the
carrying wheels B B¹ of any approved pattern, but which are preferably con-
structed according to the improved method for which I have applied for Letters
Patent under date of fourteenth August one thousand eight hundred and eighty-
two.
Bolted to the axle A of the front wheels is a semi-elastic frame or support C of
mild steel or malleable cast iron, to which the locking plate c is bolted. On this
locking plate c rests a second casting or steel support C₁ of a form analogous to C,
these two supports CC¹ being secured together by the central vertical king-bolt C²,
which allows of the wagon being turned and which also passes through an eye d in
the forward end of a central longitudinal steel rod D of T-shape in cross section,
connecting the front and rear axles A A¹ and serving to equally distribute the
strain between these axles and their wheels B B.-The rear end of this connecting
rod D is united by stays d¹ d', also preferably of iron or steel of T-shape, with the
rear axle A¹ at the points d² d² near the outer ends of the axle, so that the pull is
exerted close to the bearings of the wheels B¹.
The bolts which fasten the connecting rod D to the front and rear axles are
fitted loosely for the purpose of allowing each axle and its pair of wheels to move
to a certain extent independently the one of the other, and to prevent one ond
of the wagon from interfering too much, as it rises and falls, with the motions of
the other end.
Resting on the rear axle A' and secured thereto by clips and bolts, or equivalent
means, is the casting or frame of mild steel C³.

page_text: These semi-elastic supports C C' and C³ mounted on the axles A A' serve to
carry a light framework of metal E, consisting of a series of transverse bars e e
bent up to form side supports or standards with outwardly inclined upper
extremities.
To the upper inclined portions of these transverse bars e e are bolted a series of
longitudinal bars e¹ el e¹, side stays e² e2 serving to give strength to resist the
downward pressure of the load on the sloping sides of the metal framework E.
FF are the slide planks. bolted to the side supports or standards of the metal
framework E and G G are separate planks resting within the side planks F. E and
upon the transverse bars e e-To prevent the planks G G from bending downwards
under a heavy load a longitudinal truss H is provided underlying the planks G G.
The truss H consists of a rod or rods attached to the fore and rear carriage above
the axles as shewn clearly in Fig: 1.
This truss His tightened up by means of a nut h on the rear end, and bears
against a strut h¹. thereby giving an upward pressure or support to the. central
transverse bar e underlying the bed planks G.
.
By this arrangement the two side planks and the bed planks can move indepen-
dently of each other, and have no connection.-The upper part of the wagon
thus consists of a flexible body of great strength and lightness with a flooring
capable of moving freely without detriment, whatever variable inclinations the
axles A A¹ may receive.
The front axle A is connected by a light stiff steel, framing I with a metal casting
or socket J adapted to receive the end of the draught pole or dusselboom of the
kind shown in Figures 5 and 6, or of any other approved construction..
The upper part of the framing I of forked shape in plan view is bolted to the
sides of the socket J between the flanges jj and passing rearwards is secured by
bolts between the locking plate c and the lower frame C of the fore carriage, the
rear ends of the upper bars of the framing I being bolted to a transverse bar i²
to which bar are also bolted the rear ends of the bars forming the lower part of the
framing I. These lower bars pass under the axle A and are secured to it by
clips Their forward ends are bent up and terminate in eyes *** for the traces
a cross bar completing the framing I and keeping it stiff
The framing I it will be observed is bolted to the fore carriage and axle at four.
points, two of them ii being above the axis of the wheels B, and two of them i³ ³,
below the said axis, the former being near the vertical king bolt C² above referred
to and the latter being close to, the bearings of the wheels. B B, an, arrangement.
which distributes the pulling strain equally upon the fore carriage and its axle
while the flanged connecting rod D transmits the pull direct to the rear axle.A¹..
The said fraining 1 may also be attached if desired by rods or links to the outer-
most extremities of the axle of the front wheels B, thereby effectually protecting
them against the wrenching action of hard rutty. ground, but for ordinary purposes
this will not be necessary...
K is the footboard, and L the drivers seat.
I would remark that I prefer to employ Ibbotson Brothers Patent lock nut bolts
in putting my wagon together..
The construction of the draught pole Figures 5 and 6 will be readily understood
from the drawings.-It is composed of two flat bars M.. of mild steel with spacing
blocks of wood N rivetted between at intervals to give stiffness. The, rivets have.
cup heads to prevent chafing-The bars M may be either flat, convex or T-shape
in cross section, or the pole may be formed of tubular or elliptical steel..
'
The vehicle. furnished with a suitable brake O applied from the rear by a.
winch handle The brake blocks are forced against the rear wheels. by turning the
handle, and they are supported by steel bracket pieces or rods P, which depend
from the floor of the wagon, and by horizontal rods Q.secured to and, projecting.
from the rear axle A¹.
These blocks can be readily replaced when worn. by any rough piece of wood.
By thus constructing a wagon I obtain flexibility and strength both laterally and.

page_text: longitudinally, the connecting rod D serving in a great measure to take up any
twist given to one axle, and prevent it from being transmitted to the other axle,
and the method of construction and fitting together of the upper and lower parts of
the wagon serving to prevent the motions of the axles from straining or acting
injuriously upon the upper part or body.
A wagon thus constructed is far lighter cheaper and more durable than one made
of wood which is capable of bearing an equal load.
In applying the same principle of construction to a farmer's wagon the sides of
the body are adapted to receive standards on which to fix a tarpaulin or other
covering, such as a canvas cap tent. In other respects this wagon is the same as
the transport wagon only of lighter build. The wheels are preferably of mild steel
constructed according to the improved principle above alluded to.
For the conveyance of stores, baggage and artillery this construction of carriage
is invaluable as it is capable of being rapidly taken to pieces or put together again,
and can be readily packed in a small compass for storage at home or for saving
freight on its despatch abroad.
Having now set forth the nature of my said Invention of "Improvements in the
construction of wheeled carriages and wagons applicable to transport, farming and
other purposes" and having explained in what manner the same may be carried
into practical effect, I wish it to be understood that under the above in part
recited Letters Patent I claim :-
Constructing wheeled carriages and wagons for transport, farming and other
purposes in the manner described with reference to Figures 1, 2, 3, and 4 of the
drawings, whereby lightness, strength, and flexibility are secured.
In witness whereof I the said Henry Joseph Barrett have hereunto set my
hand and seal this fourth day of October one thousand eight hundred and
eighty-two
HY. J. BARRETT (L.S.)