CERTAIN IMPROVEMENTS ON WHEELED CARRIAGES
Year: 1824

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JANES
GUNN, of Hart Street, Grosvenor Square, in the County of Middlesex, Coach-
maker, send greeting.
WHEREAS His present most Excellent Majesty King George the Fourth,
by His Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Fourteenth day of October, in the fifth year of His reign,
did, for Himself, His heirs and successors, give and grant unto me, the said
James Gunn, His especial licence that I, the said James Gunn, my exors,
admors, and assigns, or such others as I, the said James Gunn, my exors,
admors, and assigns, should at any time agree with, and no others, from time
to time and at all times during the term of years therein expressed, should and
lawfully might make, use, exercise, and vend, within England, Wales, and the
Town of Berwick-upon-Tweed, my Invention of "CERTAIN IMPROVEMENTS ON
WHEELED CARRIAGES;" in which said Letters Patent there is contained a
proviso obliging me, the said James Gunn, by an instrument in writing under
my said
my hand and seal, particularly to describe and ascertain the nature of
Invention, and in what manner the same is to be performed, and to cause the
same to be inrolled in His 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 in and by the same, reference being thereunto bad,
will more fully and at large appear),

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
James Gunn, do hereby declare that my Improvements on Wheeled Carriages
are fully described and ascertained as follows (that is to say) :-
crane,
Fig. 1 is a draught of a stage coach on my peculiar construction, and which
I call my first improvement and although the drawing is without a perch or
apply either where preferred, and which application needs no par-
ticular description. The line a, b, c, d, describes the base or frame on which
the boots and peculiar constructed body are raised. I call it peculiar, because
invariably the bottom sides of all coaches have hitherto passed under the doors
and united the quarters in one piece of timber, going from what is termed ono
corner pillar to the other, except in the ancient step-piece body, in which case
the door, as in the former, comes down to the bottom side, and to which mine
bears no resemblance. In the Drawing of my coach the bottom side is
described by the line c, d, the body being framed against or on the framing for
the boots. e is the back of the step, which, when the door opens, is allowed
to fall down, thereby forming an entrance from the dotted lines across e to the
roof at f. In the event of the coach having to pass through water the step is
put down, and a metal slide is fixed, which, being fitted into grooves formed
in pieces of metal and fixed in the coach round the back of the step e at the
bottom and sides, prevents the admission of water. By my mode of framing
the coach most of the timbers may be placed edgeways, and consequently of
less weight although equal in strength to those placed otherways. I have less
need for heavy ironwork, the corners b and c being the only parts requiring
particular strength. I am enabled also to allow more convenience for the feet
of the inside passengers, as described by the dotted lines, the seats being on a
level with the line a, b. The feet rest on the line c, d. By removing the
body for inside passengers more over the hind wheels, and making the entrance
thereto from behind, or at the front quarters, the coach may be brought as low
as may be wished for, and have a front boot g with front wheels four feet high
and upwards. The boot 9, Fig. 1, is made to fit the recess formed by the
frame a, b, c, and when locked round leaves a space for the front wheels to pass
under the line a, b.
But as it may be of any other form, and advantageously applied to all
carriages not of my peculiar construction by an application of wood
framing or of ironwork, usually termed loops, cranes, or stays, to produce the
line a, b, and thereto attach the boot g, and also to perch carriages, the boot g
supplying the place of what is generally termed the under carriage, I call it
my second improvement, and also claim for the appropriating the same to afford
safety for property, and which may be most effectually applied in the following

page_text: manner: The opening to the boot g may be either from the front sides or
top, but I prefer, as affording more safety, that it should open at the hind part
next to the line b, c, which I have further described at Fig. 2. g is the hind
frame of the boot; h is a door, having a groove at each end, into which and
a groove in the framing pass the bolts i, as described by the dotted lines, and
which are prevented from rising by the bolt of the lock striking into the
bolt . The bont being turned passes the frame a, b, Fig. 1, as shewn by tho
line, Fig. 2. The bolt i, being liberated from the lock k, is slidden up, and
the door h at liberty, which being removed, the doors m, having grooves and
tongues of metal or any other material round them at n, may be slidden up
and removed also, thereby giving access to the boot g. In the interior may
be fixed one or more cases made of metal or any other material, for the
purpose of depositing bankers or other valuable parcels, as described, Fig. 8,
of which cases the doors o are secured and acted upon in like manner as the
door h, Fig. 2, by the bolts i and locks being opened; within the cases are
fixe: a chain or chains p meeting on and secured by a padlock to a staple
fixed in a board or metal plate q. To prevent boring holes through the
outside to obtain parcels deposited in the boot g, I line the sides, ends, top,
and bottom, or any part thereof, with pieces of thin metal plate, of circular or
other form, put on or between the board linings, and prevented from quitting
their positions by fastenings of any material, allowing the plates room to
revolve or otherwise shift on the application of a centre bit, thereby frustrating
the attempt at robbery.
My peculiar construction also affords the following security for property,
and which I substitute for or combine with the before mentioned if re-
quired:―The dotted red line from the line a, b. to the bottom of the boot g
may be considered as a continuation of the upper boot or a drop bottom box
or case applied to the same, and which may consist of one or more cases with
or without a division or divisions in each, and which cases may or may not
turn horizontally on their centre. I then apply a strong case or boot g, made
in form as per Drawing, or any other, and may be conveniently attached to
the line a, b, and turn round or encase the drop bottom box, case, or cases
above described. The openings to the cases are secured by doors, or slides,
locks, &c., and have a metal bar or chain or strap, or any other material,
passing through a staple or staples in the outer case or boot g, to which bar
chain, or strap, or other material, a padlock is to be fixed, which cannot pass
through the staple, and until the padlock is removed, will prevent the opening.
in the inner case or cases being brought to the opening in the outer case or
boot g, which being placed in the hind part will render a robbery impracticable.

page_text: The line a, b, may thus be carried higher or lower as may be desired. I do
not adopt the foregoing securities when not required, as in such cases the
whole or any part of the boot 9 may be appropriated for the conveyance of
luggage with less expensive divisions or fastenings. To the boot g or outer
case are fixed the futchels or other apparatus for the pole and fastenings for
the springs or axletrees, &c. To the top of the boot are fixed my wheel plates
or other apparatus for steadying the boot at the time of locking round, a part
or the whole of which being applicable to carriages not of my peculiar con-
struction, I term my third improvement. Fig. 4 is the top of the boot 9; the
dotted lines shew the framing of the timbers. The circle r is the rim of the
under part of the wheel plates, secured to the boot g by four bolts through the
holes in the cross centre bars t, which are in the solid or securely attached
to the rim. In the rim r is a recess, described by the broad black line. In
the centre of the cross bars t is fixed a strong bolt v, Fig. 5, in the centre of a
socket w, of sufficient size to admit a socket x, Fig. 6, the interior of which
admits the bolt t, Fig. 5. Fig. 6 is the upper part of the wheel plate to be
attached to the frame a, b, in like manner as the lower part is to the boot g,
Fig. 4. y, Fig. 6, is the rim or circle made to fit the recess in the rim r,
Figs. 4, 5, having a groove in the centre all around the rim'y to contain oil,
which is put in through a hole in any part of the rim, and into which may be
screwed an oil pin. The top part of wheel plate, Fig. 6, being put into
Fig. 5, the nut, Fig. 7, is screwed on to the bolt v; the oil cup, Fig. 8, is
then screwed on to the socket at the top of Fig. 6, and being filled from the
top at the screw furnishes the whole centre with oil. The Figs. 5, 6, 7, 8,
shew the articles as being cut or sawed through their centres. The rims r
and y in some cases may be omitted by applying the centre and bolt described
at Figs. 5, 6, 7, 8. I then fix a circle of metal or other material to the
bottom of the frame a, b, of sufficient diameter to receive four or more friction
rollers A, Fig. 4, secured to the top of boot g. The rollers A are supplied
with oil by reservoirs formed in their sockets. If I omit the centre and large
bolt, I make a circular rim or wheel plate, Fig. 9, which I fix on to
the boot g with bolts through the cars B, which are in the solid with the
rim r.
On the rim I turn a recess described by the broad dark line, the
bottom of which is of less diameter than the top, as at C. Into the recess
I fit two or more steel or other plates, as Fig. 10. Those being attached to
the frame a, b, by the cars B, the frame and boot cannot separate in conse-
quence of the bottom of the recess forming a less diameter than at top. The
oil is supplied by a groove in the plate y, Fig. 10, as at Fig. 6. The rim »,
Fig. 9, may be in one or more pieces, being careful that the joints are pro-

page_text: perly fitted to prevent escape of oil. Either of the rims raud y, Figs. 5, 6,
9, 10, may be supplied with friction rollers if desired, or they may be re-
versed in the fixing; for instance, Fig. 9 may be attached to the frame a, b,
and Fig. 10 to the boot g, in which case the friction rollers being applied to
Fig. 10 must have the reservoir for oil in their sockets. By a friction roller,
I mean a piece of metal or other material made of cylinder form, having small
centres fitted into sockets, on which they are turned by the reverse action of
Figs. 9 & 10, when the boot g is locked round. I make those articles
of my third improvement of metal, mixture of metals, or any other material
suitable.
My fourth improvement consists in the construction of my axletree more
effectually to prevent the wheel coming off accidentally; and also to prevent
the arm being so readily overheated the arm is made tapering, or of a cylin-
drical form, as D, Fig. 11. To the shoulder end I fix a cuttoo or collar E,
against which and on the arm I place a short box F with suitable grooves to
fit the cuttoo or collar E, F. I then screw on to the arm a collar or nut
G against the short box, and which is secured from coming off by a flat key
or keys marked thus A Fig. 12, or linch pins or otherwise. My wheel
box H is then put on, being fitted to the arm, and having a large shoulder
end receives the short box F, which by nutting in two or more bolts, pins, or
screws I, unites the two boxes, thereby preventing the wheel coming off until
the bolts, pins, or screws are removed. Fig. 13 is the face of the collar or
cuttoo E made in the solid nut or fixed on to the arm D, the white rim round
which shews the lip designed to fill the grove in the short box F, described by
the dark line, Fig. 14. Fig. 15 shews the back part of the wheel box H
fixed on to the short box F by the bolts or screws I. The above is for
ordinary purposes. When I want extraordinary strength I obtain it in the
following manner:-To the shoulder end of the arm is a solid collar
equal, or nearly so, in width to the cuttoo, short box, and nut, in which
is male a recess to receive the short box, which is fitted on in two or
more pieces, and which being perforated to receive the bolts, pins, or screws
of the largo box is acted upon in the manner as the short box described. In
both boxes I form reservoirs for oil. The ends of the large or wheel boxes
I fit up in the solid, or with plugs or caps, as may be required. The before-
described axletrees I would sometimes make in the solid, as is usual, but
consider a very material part of my improvement to consist in making the
whole or any part of the arun hollow, which, forming an extra recess for oil,
the arm is prevented from being so readily heated. I likewise make the
whole or any part of the body of the axletree hollow, in order to combine

page_text: lightness with strength. The hollow arm may be advantageously applied to
every kind of axletree, as a pin or tube may be screwed into the end of the
arm, on which may be fixed the usual security, a nut or linch pins, to keep
on a common or other box, thereby preventing the numerous accidents occa-
sioned by the setting fast, or, as it is termed, the fixing of those boxes. When
I wish to remove the means of fixing on the boxes from the shoulder end to
the other, or what is called the linch end, I perform it as described at Fig. 18,
and may be as well applied to the middle of the arm as at the end. N is a
collar in the solid, or screwed into the end of the arm. O is a loose collet or
collar into which is fitted the bolt P, which comes through the end of the
box or plug, and is fastened by a nut or linch pin or key. The bolt is pre-
vented turning round in the collet or box by any usual means; the effect is
that the wheel cannot come off till the nut or linch pin is removed; in some
cases the axletree may be made as described at Figs. 19, 20, 21. Q may be
a hollow or a solid piece of iron, in which is formed the cuttoo or collar E.
R is a screw cut to receive S, Fig. 20, a cylinder, having an inside screw,
and which when screwed on to R, forms the arm, and which may have a collar
in the solid to answer the purpose of the nut, Fig. 12, or either of the other
fastenings inside the arm, as Fig. 18. T, Fig. 19, is a screw to receive the
inner screw of the tube or cylinder W, which, when applied, forms the body
of the axletree. In lieu of screwing those parts together they may be welded
on or secured in any other sufficient manner.
My fifth improvement consists in affording more durability to the whole by
the application of hoop tyre and strakes together; it is effected by shoeing
the wheel with light hoop tyre, too well known to require description, and in
some cases securing the joints of the felloes with iron or metal plates K fixed
across them with screws, rivets, or bolts, as shown in the hind wheel, Fig. 1.
I then apply strakes, baving in the solid or affixed to them strong nibs or
studs to fit holes made in the hoop tyre for the same, to prevent getting out
of their placo; or the stud may be in solid, with the hoop tyre and recesses
formed in the strakes to receive them. I secure the strakes with bolts, rivets,
clips, or otherwise. The application of hoop tyre or strakes together enables
me to apply with greater effect
My sixth improvement, which consists in a light and expeditious method of
dragging tho wheels to descend a hill, or retard the progress in the event of
the horses becoming unmanageable. On the plates K, Fig. 1, which I fix to
ench side of the fellocs of my wheels, I have nobs or hooks. On or near the
axletree on either or both sides of the vehicle I fix a hook, ring, joint, or socket,
on or in which will work the drag L, Fig. 1, which may be either a chain, tube,

page_text: or rod, or bar of iron or other material, being made at one end to suit the book,
ring, joint, or socket, and at the other end having a claw or fork, will, on
being placed on the wheel, catch the knobs or hooks on the felloes, and
prevent the action of the wheels. To the claw end of the drag I apply a
guide of metal or any other material, for the purpose of placing or removing
the same from the wheel.
My seventh improvement consists in the application of my springs to afford
equal ease in a coach or other vehicle with heavy or light burthen. On the
axletree or bed of the same I fix a cross spring equal to the extreme weight
intended to be carried. On each side of the axletrec or bed I fix the eyes
of a second and third springs, considerably more elastic than the former, and
which are suspended at or near the centre from the eyes of the cross spring by
shackles, &c., see Fig. 1. The vehicle or body is then attached by suitable
ironwork or fastenings to the extreme ends of the second and third springs
(see Fig. 1). From the eyes of the cross springs, or from the second and
third springs, at their suspension from the same, are fastenings to ironwork
M, Fig. 1, which is attached to the boot g and body of the vehicle. They act
in the following manner, viz., when the second and third springs are over-
powered, the ironwork and fastenings come into action on the cross springs,
and consequently place on them the principal weight. This application of the
springs will suit all carriages, whether for pleasure or burden, and may be
extended in like manner to any number, thereby obtaining any degree of
elasticity required. Completely to prevent robbery of coaches on my peculiar
construction, I apply an alarm to the hind boot, and also to the boot g, or any
other part which may be appropriated for the deposit of valuable
property, and
which alarm, being applicable to all other coaches, vans, or vehicles, of whatever
description, I term my eighth improvement.
No. 1, Fig. 16, is a plate of iron or other material, which may be fixed by
screws through the holes described to the interior of the boot. On or in
props 2 are fixed the axletrees of a metal wheel 3, having cogs or teeth shewn
at Fig. 17, where the same numbers refer to the same articles as in Fig. 16.
Round the axle is a strong worm or spiral spring, over which is a barrel 4;
round the barrel is a cord or leather strap, with a ring at the end, and being
brought over the roller 5, passes under the plate 1, shewn Fig. 17, is put
through the hole 6, Fig. 16, and placed on the bolt 7, which has a spiral
spring. The bolt 8 works in props 9 and has a spiral spring. The door of
the boot shutting against the end of the bolt 8 forces it against the bolt 7,
which then goes back, the ring falls depends on the bolt 8. The effect is, that
when the door is again opened, the bolt 8 is shot out by its spring, the ring falls,

page_text: the cord or strap round the barrel 4 sets the springs on the barrel at liberty,
which turns the wheel 3 and forces the steel plates 10 until they escape the
tooth and strike against the next tooth in wheel 3, continuing thereby the
alarm required until the spring is at rest. 11 is the centre and props on which
the plates 10 act as follows, viz, the pressure of the wheel 3 forces the other
end of the plate 10 against the prop or stop 12, and adds strength to the blow
given by the plate. On the other hand, when setting the alarm, the teeth of
the wheel 3 force up the plate 10 on its axle 11, and is brought into its right
position by its own weight on the application of a light spring under the
stop 12. The articles of this alarm may be made of wond or any other
material; metal will occupy less room. The plates 10 may also be hammered
to strike on a sounding plate or board, and by removing the centres on which
the hammers work nearer to the wheel 3, be acted upon by the wheel in the
manner already described, except the difference that the alarms will be given
by the hammer on the plate in lieu of on the cogs of the wheel 3. Also the
whole of this alarm may be made of small size and placed within a box or
case, taking up very small space in the boot, &c.
I also claim for the application of a box or case or cases within the hind
boot, for depositing valuable property, which may be made similar to those
already described for the front boots, and applied to any part of the coaches
not of my peculiar construction, viz, the front boot, hind boot, roof, or backs.
In witness whereof, I, the said James Gunn, have hereunto set my hand
and scal, this Twelvth day of April, in the year of our Lord One
thousand eight hundred and twenty-five.