IMPROVEMENTS IN THE APPLICATION OF INDIA RUBBER AND GUTTA PERCHA, AND OF COMPOUNDS THEREOF
Year: 1852

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JAMES
EDWARD COLEMAN, of Porchester House, Bayswater, in the County of
Middlesex, Gentleman, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date at Westminster, the Twenty-eighth day of
June, in the sixteenth year of Her reign, did, for Herself, Her heirs and
successors, give and grant unto me, the said James Edward Coleman, Her
especial licence, full power, sole privilege and authority, that I, the said
James Edward Coleman, my exors, adiñors, and assigns, and such others as
I, the said James Edward Coleman, my exors, admors, or 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, in the Islands of Jersey, Guernsey, Alderney, Sark, and Man,
and in all Her Majesty's Colonies and Plantations abroad, an Invention of
"IMPROVEMENTS IN THE APPLICATION OF INDIA RUBBER AND GUTTA PERCHA, AND
OF COMPOUNDS THEREOF," being a communication to me from abroad;" in which
said Letters Patent is contained a proviso that I, the said James Edward
Coleman, by an instrument in writing under my hand and seal, shall parti-
cularly describe and ascertain the nature of the said Invention, and in what
manner the same is to be performed, and shall cause the same to be enrolled

page_text: 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.
NOW KNOW YE, that in compliance with the said proviso, I, the said
James Edward Coleman, do hereby declare the nature of the Invention, and
in what manner the same is to be performed, to be particularly described and
ascertained in and by this present Instrument in writing as follows, reference
being had to the Drawings hereunto attached, and to the figures and letters
marked thereon, that is to say:-
The said Invention relates to various applications and adaptations of india
rubber, gutta percha, or compounds wherein one or both of these gums is a
constituent, for the production of an elastic movement or action in mechanical
contrivances, as well as for deadening concussion, and the formation of elastic
yielding bearings in situations where unyielding surfaces come either into
statical or dynamical contact. The principal features of such applications are
those involved in the manufacture of buffers, draw springs, and spring-bearing
surfaces for railway purposes, the elactic action of which is obtained from
single solid india rubber or other elastic cylinders so arranged and applied that
they may be used either alone or in combination with air or water, or both,
inclosed in the cylinder, instead of employing a series of cylinders or discs
alternated with metal or other intermediate materials.
And in order that the said Invention may be properly understood, I shall
now proceed to describe the several Figures on the Sheets of Drawing here-
unto attached.
Figure 1, on Sheet 1 of the Drawings, is an external longitudinal elevation
of a railway carriage buffer constructed according to one modification of the
improvements; Figure 2 is a longitudinal section of the buffer corresponding,
shewing the internal arrangement of the elastic details; and Figure 3 is a
transverse section of the elastic india-rubber cylinder as fixed in position.
The elastic cylinder A, containing air and water, is placed within the sliding
metal cylinder B, to which the buffer head C is screwed or riveted. The
outer end of the elastic cylinder A is sunk into an annular recess in the back
of the buffer head, whilst the opposite end is similarly recessed into the pro-
jecting face of the cylindrical casting D, bolted to the buffer bar of the
carriage. The outer front metal cylinder B is fitted to embrace and slide over
the end of the fixed shell D, and it is retained and guided by the two trans-
verse pins E, which are riveted at their ends into the cylinder B, and passed
through longitudinal slots in the piece D. By this disposition the elastic
cylinder is prevented from bulging excessively by the interior surface of its

page_text: containing cylinder; and to prevent injury from any excessive concussion, the
inner face of the buffer head has in practice a piece of india rubber F let into
a dovetailed groove in it, so that if the head should ever be sent home this
cushion will bear against the convex end of the fixed shell D. This general
plan of securing elasticity is clearly applicable to the various kinds of buffers
now in use; the elastic cylinder, for example, being placed beneath the
carriage frame, whilst the buffer rod projects through the buffer bar.
Figure 4 is a longitudinal elevation of another modification of buffer suitable
either for engines or carriages; Figure 5 is a corresponding longitudinal
section of the same; and Figure 6 is a transverse section of the india-rubber
cylinder. The buffer bar A of the engine or carriage has bolted to it the disc
piece B, on which is cast the short open-ended cylinder C as the buffer support,
the axis of this cylinder being coincident with the opening D formed in the
buffer bar. The buffer head is a slightly convex iron plate E, riveted at its
periphery to the ring flange of a longer internal cylinder F, which fits into the
cylinder C, and projects into the aperture of the buffer bar, being prevented
from withdrawal forward by a ferrule G secured on the inner end of the
cylinder by a transverse cutter. A helical coil H is passed upon the exterior
of the cylinder C, extending forward to the buffer head, and over this coil the
india-rubber cylinder J is passed, its ends being recessed into shallow annular
grooves in the plate B and the buffer head. When so arranged, the elastic
buffing action is obtained from the resistance of the india-rubber cylinder to
longitudinal compression between the buffer bar and the hend, the elastic
cylinder being prevented from expending too far laterally by the two metal
rings K, which encircle it, and the longitudinal traverse movement is rendered
easier by the introduction of the internal helix H between the elastic material
and the tubular guide surfaces.
Figure 7 is an external longitudinal elevation of another arrangement of
buffer suitable for locomotive engines of a large class; and Figure 8 is a cor-
responding longitudinal section. The buffer beam A, six inches in thickness,
has bolted to it the short open-ended cast-iron cylinder B, which encircles a
solid projecting cylinder of wood C, forming both an abutment for the end
pressure of the elastic india-rubber cylinder D and a horizontal guide for the
traversing spindle E of the buffer head. The hollow india-rubber cylinder,
when put in, is eight inches in length by seven inches in diameter, the
thickness of the elastic material being one inch. It is contained within the
cast-iron traversing cylinder F, bolted to the inside of the buffer head, and
fitted to work within the fixed cylinder B. A shallow annular groove is
turned out of the inside of the buffer head to receive the front end of the

page_text: elastic cylinder, and the hind end is similarly received by a groove turned
out of the front of the piece of wood C. The guide spindle E has a counter-
sunk head, and is screwed into the central eye of the thin buffing plate
bolted to the buffer head. It works through a short brass sockett, fast in
the centre of the piece of wood C, and is prevented from coming forward
by a nut behind a recess G being cut in the buffer bar to allow of the
traverse during the buffing action. The elastic cylinder may be filled either
with water or air, or a combination of the two.
Figure 9 is a section of a still simpler arrangement, and is designed for
coming between the engine and tender. The india-rubber cylinder A, sur-
rounded by a single metal retaining ring, is slightly recessed at one end into
the front of the metal plate B of the tender, and at the other it projects to
the same distance into an annular groove in the buffing head C, forged in one
piece with the guide spindle D, connected to the tender at its opposite end E
by a cutter. This spindle is thus the guide for the buffing action, the india-
rubber cylinder being entered upon it with a helical coil of metal between
the metal and the india-rubber surfaces. Such a plan of construction is
cheap, whilst there is nothing in it to go out of order.
Figure 10 is a longitudinal section of another very simple form of buffer
suitable for tenders. In this case the elastic cylinder A is recessed by its
inner end into an annular groove in the bottom of the fixed cylinder B, open
at its front end, and bolted to the tender framing. The buffer head C is on
the end of the spindle D, which works through a guide in the plate E, and
has its opposite inner end pinned into the traversing disc F, fitting into the
metal cylinder B, and pressing upon the outer end of the elastic cylinder A.
The buffing traverse of the head is thus efficiently guided by the joint action
of the disc F and the spindle in its bearing in the plate E, without involving
any expensive details.
The several forms of buffers or apparatus for resisting concussions may
obviously be variously modified upon the essential groundwork of the herein-
before described general details.
I shall now proceed to describe the mode of applying the improvements to
drawsprings or apparatus for resisting tractive concussions.
Figure 11 is a longitudinal elevation of a locomotive tender drawspring of
the improved kind, and Figure 12 is a corresponding longitudinal section of
the same.
This spring is fitted with a single elastic cylinder A placed between
the two end discs B, C, and confined laterally by a single metal ring F. The
disc B is in one piece with the tubular spindle D, which is passed through
the centre of the elastic disc A, a helical coil of wire being fitted between the

page_text: tube and the india rubber. The opposite disc C is loose, and is passed upon
the other end of the tube D, and held up firmly against the india rubber by
a cotter passed transversely through the tube and through the spindle E.
This spindle passes to the drag hook of one carriage, whilst the other one G,
the end of which is screwed into the end of the tube D, is connected to the
drag hook of the other carriage. When the traction strain comes upon this
spring, compression of the india rubber takes place between the two discs
B, C, the tube D having liberty to traverse backward and forward upon the
rod E, by means of a longitudinal slot through which its connecting cotter is
passed.
Figure 13 represents a side elevation, Figure 14 an end elevation, and
Figure 15 a longitudinal section of the same class of spring in which the
tubular spindle is dispended with, the traction rods A, B, being put in connec-
tion by means of a bridle C which encircles the elastic cylinder D. In this
case the tractive force compresses the elastic cylinder D between the two
metal discs E, F, the lateral bulging of the elastic material being restrained
by a single encircling metal ring. Both these discs are passed upon the
spindle G, and are held up to compress the elastic material to the required
initial resistance by an end cutter H. The spindle G also passes through an
eye in the flat cross end J of the bridle, which cross end forms the resistance
for the disc F. An internal helix is also used in this arrangement to facilitate
the action of the cylinder D.
Figure 16 is a longitudinal section of a spring similar to that shewn in
Figures 10 and 11, fitted with an elastic cylinder of increased length for
obtaining a longer spring action. Such a spring is especially suited for car-
riage purposes, as it affords the power of securing a long and easy range of
elastic movement, the initial elastic resistance being variable by suitably
adjusting the traversing cutter, or the screwed end of the traction spindle
which enters the end of the tubular spindle.
Figure 17 represents a side elevation of an adjustable carriage drawspring
as modified and improved according to this Invention, one portion being in
longitudinal section. In this plan the elastic cylinders are arranged to work
in the links of Mr. Booth's well-known right and left screw connection.
The elastic cylinders A, each surrounded by a single central metal ring, are
compressed between two end discs, and in each case a short metal tube B,
with an end shoulder, is entered through the inner disc into the central bore
of the elastic cylinder. The concealed end of this tube has screwed into it.
the spindle end of the draw link C, so that the tensional strain from each
link passes directly to the two inner discs, thus compressing the elastic cylin-

page_text: ders between the inner and outer discs, the latter being retained by the cross
pieces D in the two bridles which encircle the whole elastic arrangement.
The right and left screw spindle E is fitted with a jointed pendulum lever in
the usual way, and the screws are entered through nuts F, formed in the
inner ends of the bridles, the screwed ends being allowed to project into the
tubes B to afford tightening space. The lever G works a jam nut for fixing
the screw when once tightened up. The peculiarity of this plan of draw-
spring link, in addition to the use of the solid elastic cylinder, consists in
the fact, that the elastic action is entirely within the links themselves, the
common connecting link being thus turned into an effective draw-spring, thus
compressing both the link and traction spring within the limits of the ordinary
plain connections.
Figure 18 is a vertical section of a locomotive engine bearing spring, and
Figure 19 is a plan of the same, corresponding, as fitted to the upper side of
the main longitudinal frame A, instead of the ordinary overhead laminated
or plate spring. The vertical supporting links B, hinged to the frame at their
lower ends, carry two cross bars C, D, by means of eyes in the latter, entered
loosely over the links, and between these bars is placed the solid india-rubber
cylinder E, the actual bearings of the two ends of this cylinder being against
the flat metal discs, one of which is represented at F in the plan. The central
rod G, which passes through the cross bars, metal discs, and elastic cylinder,
descends through the frame to the axle bearing of the engine, so that whatever
shocks arise from the inequality of the road are taken off by the interposition
of the elastic cylinder between the axle and the frame, the lower cross bar D
resting upon a collar formed upon the rod G. The internal surface or bore of
the cylinder E is kept distended, and free from contact with the rod G, by a
helical coil of wire, so that as the rod works up and down as the india rubber
is compressed and extended all frictional contact is removed. Two metal
rings encircle the elastic cylinder, and prevent its immediate lateral expansion
when subjected to great pressure. When fitted up the elastic cylinder is
compressed between the bars and discs C, D, by screwing up the nuts on the
upper ends of the links B, so that any required initial strength of spring is easily
arrived at. Such a bearing spring is at once light, cheap, and durable, whilst
it has a peculiar deadening effect upon concussion, without involving an objec-
tionably long range of elastic action, both the contrivances of an internal helix
and the external binding rings having an important effect on the working of
the cylinder.
Figure 20 is a vertical section of a bearing spring of a similar kind, modified
to make it what I term a "non-recoil spring." This modification is nothing

page_text: more than the interposition of a small secondary elastic cylinder A beneath the
lower spring disc plate, and set to rest upon a small disc bearing upon the top
of the engine frame. By this contrivance the main spring movement is not
conveyed directly to the framing, but is taken up or slightly eased off as it were
by the secondary action of the little cylinder, which thus prevents what may in
some cases be an objectionable amount of spring oscillation.
Figure 21 is a similar vertical section, and Figure 22 a corresponding hori-
zontal section, of a modification of this kind of bearing spring, which is besides
more in keeping as regards its external appearance and finish, with the tout
ensemble of a locomotive. In this arrangement the elastic cylinder A is con-
tained in a close chamber, and exerts its springy influence in combination with
air and water within it. The bearing spindle B, passing up from the axlebox,
is entered at its upper end into the bottom side of a cast-iron chamber or open
topped box C, the spindle having a shoulder as a support for the base of the box.
The elastic cylinder A is entered into this box, and its upper end is covered by
a second chamber D, having two side eyes E for passing over the bearing links
on the frame. The abutting surfaces of both boxes are grooved concentrically,
so that when the cylinder A is compressed between them the elastic material
enters into the grooves, and forms fluid-tight joints, for the prevention of the
escape of the air and water within the cylinder. The two half chambers C, D,
so formed as to permit of the vertical play due to the elastic action of the
cylinder, which is kept distended by the internal resistance of the water, should
any violent compression arise the upper narrow chamber F may receive a
portion of the fluid from the cylinder. If the upper chamber is of brass, and
neatly shaped and turned, it affords a very ornamental finish to the spring.
Figure 23 is a vertical section of another locomotive bearing spring, con-
veniently fitted to the axlebox itself; and Figure 24 is a horizontal section of
the same.
Here the elastic cylinder A is contained, as in the last example,
between two cup chambers, and it is distended with fluid in a similar manner;
but the bearing spindle of the axle is dispensed with, the lower chamber being
set directly upon the top of the axlebox B, whilst both chambers are retained
and guided within the cylindrical portion C of the wrought-iron main framing.
The narrow portion of the upper half of the chamber passes through the top of
the frame, and the spring adjustment is effected by the two jam-set bolts D
passing through from the top to press on the upper chamber.
Figure 25 exhibits a vertical section of the combined india rubber and fluid
bearing spring, adapted for a tender, and Figure 26 is a horizontal section of
the same. The elastic cylinder A, with its contained fluid, is held in the
cylindrical metal guide B, which is riveted by angle pieces to the side of the

page_text: wrought-iron frame. The adjustment of the spring is effected by the screw
and nut C interposed between the top of the axlebox and the under side of
the lower chamber of the elastic cylinder. The upper chamber abuts against
an angle iron ring D, riveted to the interior of the cylindrical guide B, a ring
of india rubber being placed between this stop and the top of the upper
chamber, to do away with any concussion between the metal surfaces. The
axlebox E slides in the bottom portion of the guide B. This is a most com-
pact spring, and the action is brought close down to the axle bearings, where
its effect is essentially needed. The water, too, in the elastic cylinder, may serve
to keep the bearing cool. The insides of the horn plates E are faced with
steel plates, to stand the frictional action of the bearing as it works up and
down.
Figure 1, on Sheet 2 of my Drawings, is a. vertical section of a modification
adapted as a waggon spring, on the same principle as that shewn in Figure 25,
Sheet 1, from which form it differs but slightly, and Figure 2 is a horizontal sec-
tion of the same. The two chambers containing the elastic cylinders are enclosed
within the fixed cylindrical guide A, riveted to the upper squared portions of the
two vertical rods B, which answer as horn plates. These rods are bolted firmly
up to the under side of the frame by their angular upper ends, and their lower
cylindrical extremities are passed through eyes in the axlebox C, thus serving
as vertical guides for the bearing, whilst their extremities are connected by a
cross bar secured with a couple of nuts beneath. This arrangement insures
the same compactness as that shewn in Figure 25, Sheet 1.
Figure 3 is a vertical section of a carriage or waggon bearing spring, wherein
the spring motion is communicated to the frame through the pair of vertical
guide spindles A and the inclined stays B, which latter are forged in one piece,
and bolted at each end to the under side of the framing, whilst eyes are formed
in the straight horizontal portion for bolting upon the lower ends of the
spindles A.
The axlebox C is formed with deep guide eyes to slide upon
these spindles, and it has an annular recess round each eye, on the upper side,
to receive the lower ends of the two elastic cylinders D, which are passed upon
the spindles as guides, helical coils being fitted inside them to aid in their free
working. The upper ends of the elastic cylinders are similarly received into
annular grooves in the lower side of the upper plate E, through which the
spindles also pass. Each spindle has a slight collar near its upper end, recessed
into the upper side of the plate E, and the end of both spindles work freely
through guide holes in the frame above. In this example a simple metal ring
encircles each elastic cylinder, for the prevention of injurious lateral expansion.
This kind of bearing spring has a slight and elegant appearance, and the

page_text: inclined stays B dispense with the necessity of using the ordinary long horizontal.
stays running between the horn plates.
Figure 4 is an external side elevation, and Figure 5 a plan, of another
modification suitable both for locomotives and carriages, portions of each.
Figure being in section. The two elastic cylinders A are here inserted in a
hole cut in the framing B, each cylinder being encircled by a pair of metal rings
to prevent bulging at the centre. Their spindles are connected at their lower.
ends to the upper part of the horn plates, whilst their upper ends work through
guides rivetted to the side of the frame. The axle's motion is conveyed to the
springs by the bottom plate C on which the elastic cylinders rest, the lower
side of this plate being in connection with the upper side of the axle bearing.
The cylinders are thus quite out of the way, and may be said to fill up merely
unoccupied space.
Figure 6 is a side elevation of a plan arranged for a locomotive crank axle
bearing. The elastic cylinders A are placed between the plates B, C, the
former of which is rivetted to the framing, whilst the latter is connected to the
central spindle D by its central eye, and an upper and lower nut, the upper
end of the spindle D being connected to the lower side of the axlebox. The
lower plate works upon the guide spindles E, which pass through eyes in that
plate through the the centre of each elastic cylinder, and are finally fixed at
their upper ends in the top plate B. The elastic action is thus brought into
play by the tension of the axlebox spindle D pulling up the plate C, and
compressing the two cylinders against the upper plate.
Figure 7 is a side elevation of one of Nasmyth's steam hammers, shewing
the application of the elastic material for deadening the concussion of the blows
of the moving parts. The india rubber is applied both to the hammer and
anvil. The hammer face A, dovetailed in the usual manner, has a layer of the
elastic material B inserted on one side of the dovetail, whilst the anvil C, which
is also dovetailed into its bed, is also similarly fitted; and beneath the slock D
is an india-rubber layer E, as a base support. Hammers so fitted work very
effectively without the excessive concussive action so objectionable where no
such intervening layers are used.
Fig. 8 exhibits the deadening action of an india-rubber strip in preventing
the ringing and harsh jar of anvils, a sheet of the elastic material A being
laid in the recess beneath the stock on which the anvil is received.
The same effect, both as regards moving, concussion, and fixed elastic resis-
tance to concussion, is shewn in Figure 9, which is a side elevation of a common
lift or tilt hammer. The anvil A is here dovetailed into its bed with elastic
layers at B, whilst a fixed cushion C of the elastic material is placed overhead

page_text: to receive the upward strokes of the back of the hammer head, and aid the
effect of the blow.
Fig. 10 is a side or longitudinal elevation of the guide bars of a locomotive
engine, having a spring buffer A fitted at each end of the guide bars to receive
the piston rod slide blocks B at each end of the stroke.
The three views beneath illustrate the details of the spring buffers on a large
scale.
Figure 11 is a transverse section of one of the metal sockets for holding the
elastic block C; Figure 12 is a longitudinal section of the socket detached,
with the india rubber in position; and Figure 13 is a cross section of the
socket alone. For locomotive engines this application of buffer promises to be
particularly valuable, as the crank's action in returning the piston at the
termination of each stroke will be materially assisted, just as is done by shutting
a cushion of steam in the cylinder.
Figure 14 is a side view of the central portion of a steam engine beam or
side lever, the pedestal or plummer block of which is fitted with the elastic
material for the prevention of objectional working jar.
rubber is applied in two separate layers, one above and one below the brass of
the pedestal, as at A, B.
In this case the india
Figure 15 is a side view of a connecting rod end, with a strip of elastic
material A, B, placed at the back and front ends of the brasses. This is a
peculiarly valuable application, as great stain frequently arises from side twists
upon the unyielding metal surfaces, but with the india rubber so placed even
the shocks and jarring arising from the quick reciprocating action of the
connecting rod will be effectually softened.
Figure 16 is a side elevation of a wall box containing a pedestal or plummer
block, the brasses of which are similarly shielded with india rubber above and
below, at A, B, to produce an easy bearing surface. And
Figure 17 is a transverse section of a locomotive boiler, the supporting stays
of which are bolted down upon the framing with strips of india rubber interposed
between the surfaces in contact at A.
Figure 17 is a horizontal section of a railway carriage window, shewing the
application of a strip of india rubber A to each side, to prevent the unpleasant
rattling noise which every railway traveller has felt as a great annoyance.
The enlarged horizontal section, Figure 18, of the fitting portion of one edge
of a window frame, shews how the material is applied in a shape of a cylin-
drical strip A laid in the recess of the carriage frame for the edge of the
window frame or sash to bear against.
The succeeding Figures represent the application of the material for
deadening the shocks of carriages and engines on the rails of railways.

page_text: Figure 19 is a transverse section of a railway wheel, rim, and tyre, as con-
structed with an elastic layer A interposed between the contiguous surfaces of
the rim and tyre, to ensure easiness of motion, freedom from jar, and economy
in the wear of both the rolling and fixed plant of railways. The elastic layer
is contained within a channel piece B, of metal, bent round the rim, and made
to overlap the rim, to hold the elastic material firmly in position.
Figure 20 is a transverse section of a double rail, with its wedge, chair, and
sleeper, the rail being laid on a strip of india rubber A in the bottom of the
recess in the chair, so that all metallic communication downwards is cut off
at the base line of the rail, and the jarring action of passing weights is
removed.
Figure 21 is a similar section of another form of rail, rolled with a hollow
bottom trough with curved sides, the elastic base being formed by an india-
rubber slip or sheet A, A, on each side the longitudinal centre line of the
rail, between the longitudinal base flanges and the sleepers B.
Figure 22 is a section of a rail of a similar kind, with angular side pieces A,
and elastic base strips B, B, placed in the sleeper C.
Figure 23 is a section of another form of rail, similarly fitted, a strip of india
rubber A, A, being laid over the ridge of a triangular sleeper B, upon which
elastic surface the angular base of the rail is spiked down.
Figure 24 is a section of a peculiar form of rail suitable for street and level
crossings, as laid upon two parallel side strips A, A, of the elastic material.
Having now described and particularly ascertained the nature of the said
Invention, and the manner in which the same is or may be used or carried into
effect, I may observe, in conclusion, that I do not confine or restrict myself to the
precise details or arrangements which I have had occasion to describe or refer
to, as many variations may be made therefrom without deviating from the
principles or main features of the Invention. But what I consider to be novel
and original, and therefore claim as the Invention secured to me by the herein-
before recited Letters Patent, is,―
1st, the general arrangement and construction of the several forms of
buffers, springs, and elastic or deadening connections, as herein-before
described.
2nd, the system or mode of arranging and constructing buffers, springs, and
other elastic or deadening connections, as herein-before described.
3rd, the system or mode of constructing buffers and springs, with hollow
elastic india-rubber or other cylinders, containing air, or air and water, or other
fluid.
4th, the system or mode of constructing drawsprings or elastic connections
with solid elastic cylinders or blocks, as herein-before described.

page_text: 5th, the application of india rubber or other elastic cylinders or blocks to
adjustable or right and left screw drawlinks, as herein-before described.
6th, the system or mode of constructing drawlinks, wherein the elastic
action is entirely within the links, as more especially referred to in Figure 17.
7th, the system or mode of constructing elastic drawlinks, by combining
elastic cylinders or blocks with right and left screw spindles.
8th, the application and use of a secondary elastic cylinder for the obtain-
ment of a non-recoil action, as described in reference to Figure 20 on my Sheets
of Drawings.
9th, the application and use of elastic cylinders or blocks within the horn
plates or axle guides of railway and other carriages.
10th, the application and use of solid elastic blocks or cylinders as bearing
springs, wherein the axial lines of vertical elastic action are coincident, or in
the same plane with the horn plates or side guides.
11th, the application and use of elastic cushions in steam engines for easing
the working of the piston and crank action, and for returning the piston at each
stroke, as herein-before described.
12th, the application and use of elastic or india-rubber layers on the exterior
of the brasses or bearing of machinery, as herein-before described.
13th, the system or mode of constructing railway wheels with a layer of
india-rubber or elastic material interposed between the exterior of the rim and
the interior of the tyre, as herein-before described.
14th, the system or mode of laying the rails of railways with interposed
layers of india rubber or other elastic material, as herein-before described.
15th, the system or mode of preventing the jarring of carriage windows and
doors by the interposition of elastic side pieces, as herein-before described.
16th, the system or mode of connecting rigid details of machinery, by the
interposition of elastic matters for the prevention of jarring, as herein-before
described.
In witness whereof, I have hereunto set my hand and seal, the Twenty-
first day of December, One thousand eight hundred and fifty-two.

page_text: AND BE IT REMEMBERED, that on the Twenty-first day of December,
in the year of our Lord 1852, the aforesaid James Edward Coleman came
before our said Lady the Queen in Her Chancery, and acknowledged the
Specification aforesaid, and all and every thing therein contained and specified,
in form above written. And also the Specification aforesaid was stamped
according to the tenor of the Statute made for that purpose.
Enrolled the Twenty-third day of December, in the year of our Lord
One thousand eight hundred and fifty-two.