CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF WHEEL CARRIAGES, AND OF CERTAIN APPENDAGES THERETO
Year: 1840

page_text: TC ALL TO WHOM THESE PRESENTS SHALL COME, 1, WILLIAM
BRIDGES ADAMS, of Porchester Terrace, Bayswater, in the County of
Middlesex, Gentleman, send greeting.
WHEREAS Her present Majesty Queen Victoria, by Her Royal Letters
Patent under the Great Seal of Great Britain, bearing date at Westminster,
the Twenty-eighth day of December, One thousand eight hundred and forty,
in the fourth-year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said William Bridges Adams, Her especial licence
that I, the said William Bridges Adams, my exors, adñiors, and assigns,
and such others as I may 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 and Wales and the
Town of Berwick-upon-Tweed, my Invention of "CERTAIN IMPROVEMENTS IN
THE CONSTRUCTION OF WHEEL CARRIAGES, AND OF CERTAIN APPENDAGES THERETO;"
in which said Letters Patent there is contained a proviso obliging me, the
said William Bridges Adams, by an instrument in writing under my hand
and seal, particularly to describe and ascertain the nature of my said Inven-
tion, and in what manner the same is to be performed, and to cause the
same to be enrolled in Her Majesty's High Court of Chancery within six
months from the date of the said Letters Patent.
NOW KNOW YE, that in compliance with the said proviso, I, the said
William Bridges Adains, do hereby declare that the nature of my said

page_text: Invention, and the manner in which the same is to be performed, is described
and ascertained as follows, and by the aid of one sheet of Drawings hereunto
annexed, that is to say:-
My said improvements in the construction of wheel carriages consists
partly in a new mode of enabling carriages with four wheels to bend or turn
about or lock round, so as in their progression to move along curved courses
on common highways, such new inode being illustrated in the annexed Draw-
ings, and which mode I denominate the hind wheel lock, thereby to indicate
the mechanical action, inasmuch as the hind wheels may be turned at an
angle by the leverage of the shafts or pole moved by the horse or horses without
the front wheels being moved from their position parallel with the body, so
that the two axletrees will be in radiating lines with each other adapted to
a curved course. And to illustrate the principle, Figure 1 shews the lateral
elevation of a stage coach, Figure II. being the same in plan turned upside
down, the letters of reference denoting the same parts in both. A, A, is the
body with the front boot and driving box all firmly framed together. B, the
front wheels attached by their axletrees to the bow springs C, shewn in tue
elevation, so that they always remain parallel to the central longitudinal line
of the body and front boot with their axletree at right angles to that line.
Dare the hind wheels attached in a similar mode to the frame E, on which
is placed the bind boot marked F in the elevation and plan. The hind frame
is swivelled or pivotted by a strong bolt to the body at G, and a tail or bar
is attached firmly to the hind frame, and projected forwards as far as the
point H, and is provided with a revolving bolt at that point. Another bar, I,
ou which are placed the sockets for the pole or shafts, is swivelled or pivotted
to the splinter bar at J, and the hinder end of this bar I has a slot or long
mortice through which passes the bolt of the hind tail H, and thus connects
the two bars together. By this method the hind axle will be parallel with the
front one so long as the horses are drawing in a straight line, but when they
are turning a corner the pole and front bar I will form a moderate angle
with the splinter bar, which is firmly attached to the front frame, and by
the leverage to which the swivel or pivot J serves as a fulcrum, they will
compel the hiud axle to diverge from its parallelism with the front axle and
turn about the hind pivot G. The dotted lines K in the Plan indicate the angle
of the pole and hind wheels when at their extreme lock or bend, the bolt in
the hind tail or bar H being slided to the extremity of the slot in the front
bar 1. Figure 3 shews a plan similar to Figure 2, with the exception that
the splinter bar instead of being firmly attached to the body or boot is fixed
to the bar I, by stays N, N, and turns simultansously with the pole round the
:

page_text: pivot or swivel M, which is placed vertically over the front axle, or which
may be at any other convenient point nearer to the horses. But I prefer the
mode shewn at Figure 2, because in that mode the splinter bar is closer to
the wheels and the horses are nearer their work. And the advantages of this
mode of construction are, first, as the front wheels do not turn or alter their
parallelism with the body, they may be made of larger size, and at the same
time be placed so far back as to be close to the door, and thus take a greater
portion of the load, which will materially facilitate the draught. Secondly, the
angle formed by the hind wheels, as indicated by the dotted lines, will mate-
rially tend to prevent the carriage from oversetting when turning a corner, as
is frequently the case with the ordinary mode of turning carriages when the
horses are pulling the front wheels in one direction while the momentum of
the hind wheels and load are urging the carriage in another direction. I
have shewn no particular node of constructing the framings in order to avoid
complexity, as that is a matter peculiar to every carriage builder, and from
the foregoing description and Drawings any builder of moderate skill will be
enabled to construct it. And note, any convenient kind of bearing springs
may be used instead of bow springs for the purpose of suspending the carriage,
on the axles.
And another part of my said improvements consists in the application of a
separate bar with buffer heads to certain springs denominated shifting fulcrum
springs, attached to railway carriages, with such a mode of arrangement that
the same springs will serve as buffing springs to moderate the shocks of
railway carriages coming in collision with each other, and also as traction
springs to moderate the snatches at first starting the carriage into motion.
These shifting fulcrum springs were invented by me, the said William Bridges
Adams, and John Buchanan, and included in Letters Patent granted to me
and John Buchanan conjointly, by Her present Majesty, and bearing date
the Sixteenth day of August, One thousand eight hundred and thirty-nine;
but my present improvement is the combined arrangement whereby they are
made to serve the joint purpose of buffing and traction, Figure 4 is the
plan of a railway carriage frame with the centre part broken away. Figure 5
is an end view of the same, the letters of reference being the same in both.
A is the frame; B, the shifting fulcrum springs formed of two convex plates
tapered in their width, as seen in the end view, from about seven inches down
to four, their thickness being about half an inch for an ordinary three-bodied
railway carriage. These plates are hooped together in pairs at the broad
ends a, the convex sides being together, and the small ends rolled into eyes
to receive bolts which attach them to the loop head irons b. By these loop

page_text: '
head irons one side of the springs is attached to the carriage frame, and the
other to the bars C, on which the buffer heads D are bolted. To ensure the
parallel movement of the springs an iron slide box E, seen endwise at F.
passes over the loops, and through this box at each end passes the traction
rod G, coupled together in the centre and straining with some tension on the
springs B.
Or the rod may pass through the buffer bar, so that the traction
will be direct from the bar, in which case provision must be made for the
traction rod to shorten in propulsion, so that the ends of two adjoining car-
riage may not impede the thorough action of the buffer springs. In traction
the rod pulls by the hinder spring, which yields elastically. In buffing or pro-
'pulsion the springs are compressed in theircon vex faces, and and the elongation
of the springs causes the hoops to slide in the boxes E, and nearly to come
in contact. But the space left between the ends should be just sufficient to
. prevent their touching each other when the springs are driven home and the
convex faces are flattened against each other, and the advantage of this
combined arrangement is, that the first cost of the carriage construction will
be much lessened, and the construction so simplified that the repairs will be
lessened and more easily accomplished. The buffer bar C is seen in the end
view, Figure 5, curved downwards in order to facilitate the application of
the coupling chains, and. the slide box is removed at one end in Figure 4 to
shew the spring hoops. A mode of using single springs of the same kiud
sliding in slots at the buffer bar through which the traction rod passes is
shewn at Figure 6, and instead of using shifting fulcrum springs for the
combined purposes of traction and propulsion, I also make use of the springs
.known as double elliptic springs, either of the ordinary kind, composed of
several plates in laminæ, or singly, as shewn at Figure 7. A part of the
carriage frame is shewn at J, the buffer bar is denoted by K. A double elliptic
spring L, the tapes of which are very wide in the middle and tapered at the
:ends, provided with holes in the middle, and through which the traction rod M
passes and supports it, serves to press out the bar K and yield elastically
either when thec cariage is buffed or propelled, and also when drawn by the
traction rod. And note, the buffer bar K must be made sufficiently strong
. not to bend or break by the strain on the ends when in the act of propelling,
and the traction rod M must be so jointed that when the buffer springs are
driven home it may be enabled to slide within the carriage frame and shorten
its length, so as to recede equally with the springs, and instead of a single
spring L, placed in the middle, a pair of similar springs N may be placed
either vertically or horizontally between the carriage frame O and the buffing
bar P, shewn at Figure 8, being bolted to each, and the buffing bar may then

page_text: be made lighter as the pressure will not strain it; the traction rod R may pass
through the buffing bar as before described, and in the process of traction it
will press equally on both the vertical elliptic springs through the agency of
the buffing bar K.
And another part of my said improvements consists in a new mode of guiding
the axles of such railway carriages as are intended to diverge from their
parallelism with each other, to suit curved courses, by means of a diverging
traction rod which will pull the wheels aud axles to the right or left in a
direction parallel to the centre of the track, whether it be a straight line or a
curve. Figure 9 is a lateral elevation, and Figure 10 a plan of such a
carriage, the letters of reference being the same in both. A, A, are square
frames to which the wheels and axles are attached by bow springs. These
frames are. pivotted or swivelled at a, a, to the upper frame B, so that they
can freely traverse beneath it. To this upper frame the buffer and traction
springs are attached, as shown in Figures 4 and 5, with the exception that a
greater distance is left between the spring ends on each side of the traction
rod, and the sliding box is of great length to enable the traction rod to slide
endways in the traction movement so as to act on the fulcrum springs; it is
jointed on both sides of the pivots a at c,c, c, c, the connection being two links
D, D, which pass on each side of the pivots a. By this arrangement the
traction rod, with the sliding box, can move laterally on the shifting fulcrum,
buffing or traction springs to either side, from two to three inches, a slot
niortise being cut in the end framing to give it free movement, according to
the curvature of the road. In order to compel the frames A, A, with their
respective wheels and axles, to follow the movement of the traction rod, hasps
or staples E, E, shewn also in end view at Figure 11, are fixed to the frames
A, A, and clip the traction rod on either side. Thus, when a train of carriages
is drawn round a curve, the traction rod will bend laterally from the joints c, c,
and the frames A, A, attached to them by the hasps, must follow the same
course, and thus the lower frames A, A, and the traction rods with the wheels
and axles will take a position such as shewn by the dotted lines F, F, Figure 10,
the axles forming radiating lines with each other, but each preserving a rect-
angular position with the line of traction on the centre of the road, and the
hasp or staple E being jointed or hinged, as seen at Figure 11, that portion
which clips the traction rod may be turned down when the frame to which it
belongs will move freely round the pivot a, and the carriage will then possess
the same property as any common four-wheeled carriage on common roads,
viz', facility of travelling thereon and following curved lines of very small
radius. This property will be very advantageous for railway uses by affording

page_text: the facility of moving on to other lines of parallel rails without using a turn-
table, and thus time and expence may be avoided in case of removal from the
rails to the workshops, and fewer turn-tables will be required. And note,
buffer and traction springs of the ordinary kind may be used for this carriage
instead of those shewn in the Drawing.
Figure 12 shews a lateral elevation, and Figure 13an end elevation of another
mode by which I enable the wheels and axles of railway carriages to diverge from
their parallelismand followcurved courses, theletters of reference being the same
in both. The frame A is suspended on bowsprings or other convenient bearing
springs by the scroll. loops B, B, 6, b, through the medium of long swinging
shackles C, which will permit the frame to swing longitudinally backwards and
forwards, the gravity of the frame tending constantly to restore the swinging
shackles to their vertical position, and the frame to its equilibrium. The scroll
loops b, b, between the wheels are made to fit theirswinging shackles, so that they
have no lateral movement; but the ond scroll loops B, B, outside the wheelsare
made considerably wider than their respective shackles, so that the shackles
may freely slide laterally upon the bolts on which they revolve. The forked
bars D being firmly attached to the-upper part of the swinging shackles, and
the centre forks of those bars clipping the traction rod E laterally, the springs,
wheels, and axles will he compelled to follow the course of the traction rod
diverging the axles from their parallelism to suit curved courses. And by this
mode the extra frames shewn in Figures 9, 10, and 11, may be dispensed
with, the lateral sliding of the shackles in the end scroll loops, together with
the longitudinal swing of the shackles, being an equivalent for the central
pivots shewn at a, Figures 9 and 10, so far as regards their following railway
curves. And in case carriages are required with six wheels, I enable all four
shackles of the central springs to slide laterally to place the middle wheels in
the true radius of the curves.
And another part of my said improvements consists in constructing the
bodies or cases for passengers, which are to be placed on the herein-before
described frames, beneath which the wheels and axles are enabled to turn or
slide to suit curved courses, in two or more parts. In the case of a three-
bodied carriage, I make three separate bodies; in the case of a four-bodied
carriage, in either two or four parts, which are placed upon the frame and
bolted thereto and also bolted together. And in order not to occupy more
space with the partition between them, I make those partitions of sheet iron
or other metal nailed or screwed ou, which gives great firmness to such bodies,
as though they were diagonally braced, and by this means much smaller
timber may be used in the construction of such bodies, and they will be far

page_text: more manageable and lighter and less laborious in construction than by the
ordinary mode of building them in one entire piece. And this mode of con-
struction I also apply to carriages for railways, the wheels and axles of which
are on the common plan.
Another part of my said improvements consists in an improved mode of
constructing elastic wheels, whether for railways or common roads, being au
improvement on a former Patent granted me by His late Majesty King
William the Fourth, and bearing date March the Thirteenth, One thousand
eight hundred and thirty-five. And the object of this my improvement is to
attain so much elasticity as to prevent the wheels being rapidly destroyed by
concussion in rolling, and not to serve as a spring to the carriage. And
whereas that former inode consisted inapplying circular hoops of steel between
the central nave and a rigid outer ring or periphery, but without touching or
supporting each other. My present improvement therein provides that they
shall touch and support each other, either by actual contact or by the inter-
vention of some interposing substance, so that the wheel may have more
resistance to prevent torsion in a direction round its axis; and for the better
securing these hoop spokes to the nave. I continue their hoop form only so
far from the periphery of the wheel as their points of contact with each other
or with any interposing substance between them, and thence continue them in
tangential lines to the nave. Figure 14 represents such a weel in lateral
elevation, Figure 15 being the same in cross section, the letters of reference
being the saine in both. A is the central nave of cast iron made hollow in
the interior, and lined with gun metal and provided with an oil pin b, so that
it may run loose on its axle, or it may be made to key fast on the axle in the
common mode. B, the hoop spokes with their tangential elongation cast into
the nave or fixed into it in any other convenient mode. C, the outer or
wearing tire. D, a range or circle of wood felloes. E, a range of wedges
interposed between each pair of felloes for the hoops to rest on, so that their
elastic pressure may always keep the circle of felloes tight by forcing on the
wedges. The steel hoops may either be bolted or clipped to the felloes, or
otherwise fastened, to prevent their escaping laterally. And after the spokes
are firmly fixed in the nave by any desirable means, they can have the felloes
applied upon them and the outer tire shrunk on in the usual mode; or the
tire can be prepared cold and the felloes adjusted to their position, when the
whole of the hoops together may be forcibly compressed by a circular crampp,
and inserted into their proper position. A cramp or machine, such as is used
tor stretching wheel tyres with its movement reversed, will answer this purpose.
The hoop spokes are to be for a railway wheel of three feet in diameter, such

page_text: as is shewn at Figures 14 and 15, about three inches wide by three eighths of
an inch in thickness, and they may be formed in their tangents, either as shewn
at Figure 16, with the two points revitted together, oras Figure 17, with wood
between them, or as Figure 18, two legs of the adjoining spokes being rivetted
together. And for railway wheels instead of using wood felloes in the periphery,
the hoops may be made of large size and abutted in a channelled tyre on a
proper chair, as shewn at Figures 19 and 20 in side view, and cross section of
a railway wheel.
t.
And another part of my said improvements consists in a mode of forming
collars or washers to apply to the axle movements of wheel carriages, so as
to diminish noise and rattle, and prevent the escape of oil or grease which
lubricates them, and at the same time to prevent therapid wear of the washers
Figure 21 is central longitudinal section of an axle and box complete for a
light gig. A is the axle arm. B the shoulder collar. C the box with a cen-
tral magazine D for oil or grease. E is the nut which screws fast on the arm
against the shoulder of the worm. F leather collars or washers pressing
against the faces of the nut E and the shoulder collar B, which are made
level, but left rough to prevent the leather collars from revolving with the
motion of the wheel. G are inetallic collars or washers which are rough on
the side next the leather, and polished on the side next the axle box C, so that
they may not move on the leather. Thus the metallic surface of the washers
being in contact with the revolving box, the wear will be very slow, and
moreover by the elastic pressure of the leather collar the metallic surface will
be in constant contact with the axle box, preventing rattle and preserving the
oil or grease. In axles usually constructed with leather collars, the revolving
box rubs on the leather, which is rapidly consumed, and the oil escapes and
noise ensues, whereas by my improved mode the leather collar is merely an
elastic packing, which is only compressed and not subject to wear. Aud
instead of leather a coil of worsted, or ȧ collar of felt or woollen cloth, or any
similar substance, may be used, which will act by elastic compression, and not
like a steel spring, by a sliding movement, which induces unequal wear, and
which I have found in practice to be disadvantageous. And I propose apply-
ing this method, not merely to the axles of wheels, but to all the moving
joints of carriages which consist of a barrell revolving on a cylindrical pin or
bolt, such as spring eyes, in which it is desirable to have oil or grease for the
purpose of lubrication.
And another part of my said improvements consists in the appendages used
with wheel carriages, known as breaks, mud guards, or wings and dragstaves,
the former for the purpose of retarding a carriage on a descent, the latter to

page_text: ...
trail behind the carriage when ascending a hill, so that when the horses stop
to rest, the carriage may be prevented from running backwards. Figure 22
is a lateral elevation, and Figure 28. au cud view, shewing the break, the
letters of reference being the same in both. A is part of the carriage frame.
Ba bow spring, on which it is suspended. G, the wheel, parts thereof being
broken away for the sake of clearness. D, the axletrec.. Ę, a cross bar
parallel with the axletree and with a cranked arm F', from which depends the
curved spring G, passing round the break bar H, and returning to the bottom
of the bow spring at I, the ends of the spring revolving both at F and I, and
the break bar H revolving in the double of the spring or bolted to it, or the
spring may be in two separate parts. The break K is jointed on to this bar,
so that it can adapt itself to the periphery of the wheel. L'is a lever squared
on to the cranked bar F, and this lever being raised towardsa vertical position,
the crank will act on the spring G, and thus by the excentric action of the
spring G to the centre of the wheel, will bring the break K in contract with
the periphery of the wheel with a force proportioned to the power used.
And in case of using common springs horizontal on the axle, or a carriage
with a perch on the common plan, an arm or bar properly reinforced is
attached below the axle to couple the spring G, and give the excentric move-
ment. And this application will not jar the carriage frame, because it is not
attached to it, and it will not jar the arm of the person using it, because it acts
through the intervention of the spring G. And supposing this break applied
to the front wheels the lever may bearranged to be acted on by the feet of the
driver, which would be convenient in a two-wheeled carriage. In Figure 23
the bars are shewn broken off at the centre together with the axletree, but
they are intended to cross to the opposite wheel so that the break will act on
both wheels at one time. M, shews how a mud guard or wing may be bolted
to the break to prevent the dirt from rising with the revolution of the wheel,
or it may be fixed direct to the spring G without the break. And note, in
using this break for a railway carriage, with the bearing springs outside the
wheels, the cross bar E must be dispensed with, and double levers used, one on
each side, the crank arm F being fixed to the axle box with a joint. And
where it is desirable to use self-acting breaks for railway carriages running in
trains, I construct them in the mode shewn in side view at Figure 9, and in
end view at Figure 11, the letters of reference corresponding in both. H,
represents a radius bar, on which may be a slightly curved spring, capable of
stretching, attached to the axle box of the wheel, so that the radius described
by the lower end may be excentric to the wheel. One of those radius bars
being applied to each axle, they are connected together, by the cross bar I, on

page_text: which the breaks K are made to turn. As the radius bar descends the break
comes in contact with the periphery of the wheel, and as the radius bar
ascends the break, retires from it. L is a strong bar of wood hinged to the
buffer bar at the upper end, one such bar being on each side of the carriage.
The lower ends of those bars Lare attached to the cross bar M, which passes
through the breaks K in a similar node to the bar I. If the engine which
draws the carriage in front be stopped, the momentum of the carriage will
overpower the buffer springs, and thrusting the buffer bar nearer the carriages,
will drive back the bars L, when the radius bars E will descend, and the
breaks K be forced against the wheels, and by their position retard theirrevo-
Intion with a force proportioned to the power of the momentuin. As the
buffer springs regain their true form by their clactic action, the breaks will
again retire from their contact with the wheels. The stud pins N serve for
the breaks to rest on the bars L, and regulate the height of the suspension of
the breaks above the surface of the rails, or a cord and pulley may be used
for the same purpose. The dotted lines shew the position of the breaks and
bars when in action. And note, this kind of self-acting break may be used
with any other convenient kind of spring buffer arrangement, the upper end of
the bars L being attached to the buffer heads. And if preferred the radius
bars I may be dispensed with, and also the cross bar I, and then the breaks K
will hang vertically from the cross bar M, the bars L being supported by
loops or links denoted by the dotted line swinging from the carriage frame,
through which links they will slide, or they may be pivotted to these links,
which will then move forward in radial lines simultaneously with the bars L,
when force is applied to the buffer springs.
And my improvement in dragstaves consists in dividing the dragstaff about
the middle, so as to divide it into two parts; and in one part I fixa strong cylin-
dricalor square iron rod, projecting a considerable length, and in the other part
I bore a corresponding hole, so that the rod will slide in the manner of a tele-
scope,and thetwoparts being properlystrengthened with ferules, I place between
them a strong elliptical or other spring pierced with holes, for the rod to pass
through. A, Figure 24, is the upper part of the dragstaff, to be attached to
the carriage. B, the lower part with the spike, the dotted lines shewing the
slide of the rod. When the carriage rests against this dragstaff on a hill
slope, the spring C will compress, and the rod D will descend into the socket
in proportion to the weight which is on it. When the horses again start the
carriage into motion the spring will expand and materially aid the horses in
overcoming the inertia of the carriage. This kind of dragstaff would be very
useful as a security to railway carriages ascending steep inclines, and enabling

page_text: the engine to rest and accumulate power, and at the same time materially
aiding to start the train into motion again. Aud note, instead of a wooden
dragstaff metallic tubes inay be used for the rod to slide in.
And another part of may said improvements consists in a mode of applying
radius bars or frames to railway and other carriages, so that the axels mav
be kept in their proper positions as regards the line of draught, videlicit, at
rightangles with that line, in order to dispense with the axle guides commonly
used, which impede the free action of the springs, and cause concussion..
And this improvement is more particularly advantageous for such carriages
as are not intended to be moved by an external power, but by a power
contained within their own framework, whether that power be of animals,
steam, or any other fit agent. Figure 25 is a side elevation, and Figure 26
a plan, shewing the mode of application, the letters of reference being the
same in both. A is a carriage frame. B, the wheels which are keyed fast
on the cranked axle C, or one may be keyed fast and the other left to.
revolve. D is a bow spring, being one of a pair, secured to the axle boxes,
and which springs are omitted in the Plan, au I from which the carriage frame
A is suspended by the long swinging shackles E, so that the frame cau move
forwards or backwards above the axle. In order to prevent this, the radius
bars are made to clip the axle boxes at G, their opposite ends being centred
to the main frame at H, so that the springs can play freely in the direction
of a line formed by the radius of the bars F. The dotted lines I indicate the
position of a pair of steam cylinders vibrating round an axis, corresponding
to that of the radius bars at H, and acting alternately in the cranks of the
axle to cause the wheels to revolve. Any other mode of propulsion may be
used, provided only that the centre of motion of the radius bars at II
corresponds to the centre of motion of the moving power. And if it be
desirable to use a straight axle instead of a cranked axle, for greater security,
and to communicate the motion from a crank shaft, through the agency of a
toothed wheel acting on a piniou, or some means equivalent thereto,
as a chain or band, or coned or bevelled surface, then the centre of motion of that
cranked shaft must be attached to the radius bars F, and not to the frame
A, in order that the shaft may rise and fall freely with the action, of the
springs. And I have omitted all parts of the carriage frame except such as
are necessary to shew the improvement, for the sake of simplicity, that being
a matter which all carriage builders understand, and from the foregoing
description any builder with moderate capacity will be enabled to constructmy.
said improvement. And note, any other kind of bearing springs may be used
instead of bow springs.

page_text: And another part of my said improvements consists in a new mode of
constructing omnibuses for the conveyance of passengers, whereby greater
facility of draught may be attained, the body being balanced on a pair of bow
springs, or any other kind of convenient bearing springs, within a deep
cranked axle, so that it will have the effect of a pendulum constantly regaining
or tending to regain a perpendicular position after oscillation, and by this
arrangement two wheels will be efficient to support it instead of four, these two
wheels being of larger diameter than common. Figure 27 is a side elevation,
and Figure 28 an end elevation of this two-wheeled omnibus, the letters of
reference being the same in both. A is the body for the sitters, narrowed
at the bottom to give space for the bow springs B, which are omitted in the
eud view. C, are the wheels, with the spokes left out, to avoid confusion of
lines. D, the cranked axletree formed in two halves, and connected with
a timber bed. E, the driver's seat. F, F, the step and conductor's seat, the
seats and steps being omitted in the end view. And this omnibus may be
used with one horse in a pair of shafts applied to the front end, when lightly
loaded, or with a pole and pair of horses attached with a curricle bar when
full loaded. And in order to prevent any unpleasant jolt, in case of the
horses falling or from the harness breaking and letting the body fall back,
I apply a skate or skid beneath the bottom, in the manner of a sledge, in two
parts, one before and one behind, the ends towards the middle being hinged
to the centre of the bottom part of the cranked axle, and the outer ends being
attached to shifting fulcrum or other couvenient springs. G is the bind skid
of wood, with an iron plate beneath it to prevent rapid wear. H is the
shifting fulcrum spring, the upper part of which is attached to the body.
1 is the front skid, also plated below. J is the front shifting fulcrum spring,
the upper side of which is attached to the lower end of the vertical rod K,
which has a quick ruuuing screw on it, and passes through a nut L, fixed to
the body. The upper part of the rod reaches the driver's seat, and has a
cross handle on it, by means of which the skid I may be depressed at pleasure.
In descending a hill it can be depressed till it touches the ground with as
much force as may be requisite to act as a drag to prevent the carriage from
pressing on or overrunning the horse or horses. And the connection between
the body and the skid being through the intervention of a spring, the jar of
the ground will produce little concussion to the body. M denotes where the
the floor is bridged to prevent its striking the axle. N is a similar opening
.above.
And another part of my said improvements consists in a mode of applying
shifting fulcrum springs as bearing springs, in combination with jointed levers

page_text: or radius bars. A, Figure 29, is part of a carriage frame. B,attachments for
the radius bars C, which turn at the joints of the outer ends c. The inner
ends d are jointed to the shifting fulcrum springs E, which are hooped at F
to a bar G, which are clipped to and descends from the axletree H. As the
load
I presses, the joints of the radius bars d. force the springs back towards the
axle, and as the load descends the bars take a more horizontal position, rising
again by the elastic reaction of the springs. And note, the shifting fulcrum
springs instead of being placed upon a bar descending vertically from the
axletree may be clipped horizontally to the bed of the axletrec, in the direction
of its length, the radius bars being retained in the position described at
Figure 29. And a similar arrangement of radius bars abutting on springs
may be used for the buffers of railway carriages.
And another part of my said improvements cousists in a new mode of
suspending the bodies or frames of railway and other carriages on bow springs,
so that the loops. or brackets, or other fixed supports, may be within the
length of the springs, and not projecting beyond it, so as to occupy less space.
In Figure 9 bow springs are seen attached by scrolls or loops, which project
beyond the euds of the springs, which are connected to the axle box by
horizontal links or braces, as well as a suspension shackle below. Figure 30
shews the improved mode in lateral elevation. A, A, are the bow springs,
which may be in single plates or in lamina hooped together, but the single.
plate is preferable as it involves less friction. These two half springs are
suspended from the axle box B, by the verticle shackle C, to which they are
jointed. The upper ends D have shackles jointed to them, through which
pass the leather or hemp robbins or couplings E, and connect them with the
scrolls or brackets F, which are attached to the frame G; or, instead of these
scrolls a spring or springs may be used making the suspension two removes
from concussion. The gravity of the body will always tend to keep the scroll
centres F in a right line with the centres of the spring eyes D, C, as indicated
by the dotted line; but in order to prevent the axles from shifting from its
position, by the oscillation of the frame the ordinary railway axle guides may
be used, or radius bars, such as are shewn at Figures 25 and 26 herein-before
described, and cominon coupling links may be used without leather, or hemp,
or wire robbins, if required for cheapness. Figure 31 shows another
mode of similar suspension, with the curve of the spring reversed. In this
case the suspension bracket projects beyond the springs, but there is an
advantage gained in case of the coupling or robbin breaking, as in such case
the point of the spring would rest within the hollow of the bracket, and
sustain the weight of the carriage.

page_text: And another part of my said improvements consists in a mode of con-
structing the braces or links or shackles of railway springs, which are known
as coupling or robbin braces, or compensating shackles, and which are used for
the purpose of enabling the springs to lengthen and shorten during their
elastic action and reaction; and whereas these couplings are commonly made
of leather or forged iron; my improved mode is to make them of fibrous yarn,
of hemp, or flax, or other similar material loosely spun in the mode of shoe-
maker's thread for sewing, and not of two or more threads twisted together, or
of metallic wire; and this yarn or wire 1 wind round a mold of the form I
wish the brace to be in a continuous skeine, drawing the thread or wire while
so winding it through a warın mixture of resin and oil, tallow, bees' wax, or a
similar mixture, so that the thread is mechanically bonded together by
adhesion without the twist which is used in common cord or rope ;
and by
this mode, these braces are prevented from stretching, and at the same time
rendered waterproof.
Having now described ny said improvements, I, the said William Bridges
Adams, do hereby declare that my claims under the said Letters l'atent are
summed up and enumerated in the following manner :-
First, the application to wheel carriages of a mode of turning the hinder
wheels of a four-wheeled carriage, by means of the leverage of the pole or
shafts, acted on by the horse or horses, as herein-before described, and shewn at
Figures 1, 2, and 3, and which I denominate the hind wheel lock.
Secondly, the application to railway carriages of separate bars with buffer
heads attached to shifting fulcrum springs in the modes herein-before
described, and shewn at Figures 4, 5, and 6, whereby the same springs will
serve alternately for traction and rebuffing or propulsion, and also of the appli-
cation of the same bars to elliptic springs, as herein-before described, and
shewn at Figures 7 and 8.
Thirdly, the application to railway carriages of a mode of guiding by
means of the traction rods under frames, with their wheels and axles, which
are centrally pivotted to an upper frame or body, the traction rods being con-
nected with the under frames by hasps or staples, as herein-before described,
and shewn at Figures 9, 10, and 11, the hasps being also removeable, if
required, so that the carriage may be adapted to follow curved courses on
common roads.
Fourthly, the application to railway carriages of a mode of enabling the
axletrees to diverge from their parallelism to follow curved courses by per-
mitting the springs, with their respective wheels and axles, to slide laterally,
and guiding them by the traction rods through a connecting bar, as herein-before

page_text: described, and shown at Figures 12 and 13; and also the mode, herein-before
described, of constructing the bodies of railway carriages for passengers' use in
separate frames bolted together.
Fifthly, the improved mode of constructing spring wheels, whether for
railways or common roads, such wheels being part of certain improvements
for which Letters Patent were granted to me, the same William Bridges
Adams, by His late Majesty King William the Fourth, and bearing date the
Thirteenth of March, One thousand eight hundred and thirty-five, the
present part of my improvement consisting in altering the form of the spring
spokes from that of a perfect hoop of steel, or other elastic material, to that of
a portion of a hoop with tangential lines for the better securing their in the
nave, and also making all the spokes bear against each other laterally, with or
without the intervention of wood or other substance, so as to afford mutual
support to each other, and render the wheel stronger; the periphery consisting
either of a solid iron tire or of two or more parts, or of a combination of
wood and iron, as herein-before described, and shewn at Figures 14, 15, 16,
17, 18, 19, and 20.
Sixthly, the application to the axles and moving joints of wheel carriages,
of elastic collars or washers formed of leather, or woollen or similar material,
armed with a surface of polished metal, so that the friction is confined to
the metallic surface, thus preserving the elastic packing, and preventing the
loss of oil, as herein-before described, and shewn at Figure 21.
Seventhly, the application to wheel carriages of spring breaks, and also
of mud guards or wings, as herein-before described, and shewn at Figures 22
and 23; also the application to train carriages of self-acting breaks as herein-
before described, and shewn at Figures 9 and 11. And note, I do not
claim self-acting breaks generally, but only those particular applications
herein-before described, and shewn at Figures 9 and 11, being appendages
to wheel carriages.
Eighthly, the application to wheel carriages of spring dragstaves as
herein-before described, and shewn at Figure 24, being an appendage.
Ninthly, the application to such wheel carriages as are moved by internal
or self-contained power of radius bars or frames to regulate the axle, so that
the wheels may be parallel with the line of progress, such radius bars or
frames sustaining the alternate thrust and pull of the moving power through
the agency of bands or toothed wheels to multiply the speed without interfering
with the free action of the bearing springs, as herein-before described, and
partly shewn at Figures 25 and 26; and also the application of such

page_text: radius bars to railway carriages generally, as a substitute for the common
axle guides.
Tenthly, the mode of constructing an omnibus on two wheels, suspended
in a deep cranked axle, so that it may possess a balancing power similar
to a pendulum, the centre of the wheel being the point of supension, as
herein-before described, and shewn at Figures 27 and 28; and also the
application of spring skids or skates herein-before described, and shewn at the
same Figures.
Eleventhly, the application to wheel carriages of shifting fulcrum springs,
in combination with radius bars pressing on them, as herein-before described,
and shewn at Figure 29,.as bearing springs, and also as buffer springs for
railway carriages; also the improved modes of suspending carriage frames
on bow springs, as herein-before described, as shewn at Figures 30 and 31.
Twelfthly, the application to railway carriages of shackle braces, formed
of fibrous yarn or metallic wire in a continuous skein, and bonded together by
adbesive waterproof materials, as herein-before described.
In witness whereof, I, the said William Bridges Adams, have hereunto
set my hand and seal, this Twenty-eighth day of June, in the year of
our Lord One thousand eight hundred and forty-one.
(L.S.) WILLIAM BRIDGES ADAMS.
AND BE IT REMEMBERED, that on the Twenty-eighth day of June, in
the year of our Lord 1841, the aforesaid William Bridges Adams 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.
Inrolled the Twenty-eighth day of June, in the year of our Lord
One thousand eight hundred and forty-one.