A NEW SYSTEM OF ACCELERATED MENATTRIDE LOCOMOTION, EVEN DY ANIMAL IMPULSION, FOR EVERY SPECIES OF TRANSPORT MACHINES, ACTING BY MEANS OF WHEELS, WHETHER ON LAND OR WATER
Year: 1848

page_text: TO ALL TO WHOM
HESE PRESENTS SHALL COME, 1, JOHN
MILLER, of Henrietta Street, Covent Garden, Gentleman, send greeting.
WHEREAS Her present most Gracious Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Thirteenth day of June, in the eleventh year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
John Miller, my exors, adiñiors, and assigns, Her especial licence, full power,
sole privilege and authority, that I, the said John Miller, my exors, adiñors,
and assigns, or such others as I, the said John Miller, my exors, admors, and
assigns, should at any time agree with, and no others, from time to time and at
all times during the continuance of 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, and also in the Islands of Jersey, Guernsey,
Alderney, Sark, and Man, and in all Her Majesty's Colonies and Plantations
abroad, the Invention, communicated to me by a foreigner residing abroad, of
"A NEW SYSTEM OF ACCELERATED MENATTRIDE LOCOMOTION, EVEN DY ANIMAL
IMPULSION, FOR EVERY SPECIES OF TRANSPORT MACHINES, ACTING BY MEANS OF
WHEELS, WHETHER ON LAND OR WATER;" in which said Letters Patent is con-
tained a proviso, obliging me, the said John Miller, to cause a particular
description of the nature of the said Invention, and in what manner the same
A

page_text: Figure 1, Sheet 1, represents the form I make the axle. As every axle in
this system must essentially turn with its respective wheel, the latter is to
secured to the extremity A, which I call the prise of the hub of the wheel, by
means of the projection O, O, to which, in the wheel represented in Figure 3,
the groove A corresponds, formed longitudinally in the interior partition of the
hub, as shewn in E, E, Fig. 4, section of the wheel. This or other similar
method of mounting is in order that the axle may not have any other rotatory
motion than that of the wheel. The extremity intended to be joined to the
wheel is terminated by a screw B, Figure 1, which I call the prize of
the screw cap, seeing that when the axle is joined to the wheel, as it is
represented in Figure Five, it projects out of the hub to afford a hold to the
screw cap E, Figure 2, plan of the screw cap. This or other similar contri-
vance is intended to retain the wheel in its place on the axle. In one couple
of wheels joined upon their axles, one of the two axles on the opposite extre-
mity to the wheel shews a hole, which I call a female screw, passed longi-
tudinally to the length of the axle. The other end of the axle presents in
the corresponding extremity a male screw, which is introduced in the hub, and
thus of two axles is formed only one, in two independent bodies joined or
connected together.
Figure 6 represents one of the pair of wheels having a female screw axle.
Figure 6 is an end view of the female screw M, and of the collar A, A, of
Figure 5. Figure 7 represents one of the pair of wheels having a male screw
axle P. The screw P, Figure 7, is introduced into the female screw M,
Figure 5, so that the extreme limit i, i, of the latter abuts against the limit
N, N, of the collar R of the former.
Figure 8, a pair of wheels thus coupled by the respective male and female
screw axles. Figure 9, a section of the coupling of the axles through the
line 1 and 2 of Figure 8; it represents the screw O, the female screw i, i.
I call these wheels c, c, c', c', Figure 8, bearing wheels, because in locomo-
tion they come in contact with the road, in which they differ from the other
wheels, as the latter form an esential part of every menattrite train. I call
the axle thereof the bearing axle, from the name of the wheel to which it
belongs. I construct every pair of bearing wheels, as regards the axles, on the
principle just described with regard to a single pair. I construct the body of
the vehicle so that at the point where it is intended to come in contact with
and press upon the bearing axle there is an apparatus which I call the
apparatus of gravitation.

page_text: The apparatus of gravitation is essentially formed of three wheels; it is
repeated on each flank of the vehicle which is to rest upon the bearing axle.
One side of a vehicle being given of any desired form, A, B, C, D, Figure 10,
when it is to be placed upon the bearing axle, I construct it in such manner
as to be enabled to place three wheels of the apparatus of gravitation
E, E, Q, Q, P, P, arranged in the following manner :-
When the side of the vehicle is placed on the axle M, Figure 11, of the
bearing wheel H, H, one of the wheels E, E, of the apparatus of gravitation
gravitates perpendicularly upon the bearing axle; the circumference is parallel
with the circumference of the bearing wheel, and as near as possible to the
same bearing wheel without coming in actual contact with it.
I call this first wheel of the apparatus of gravitation the gravitator, because
it gravitates upon the bearing axle with the whole weight of its body, and of
the load of this side of the vehicle.
Figure 1, Sheet 2, represents in the two-wheeled train a front view of the
situation in front of the gravitator or gravitating instrument K, upon the
bearing axle M of the bearing wheel II. The two other wheels Q, Q, P, P,
Figure 11, Sheet 1, of the apparatus of gravitation, situated parallel to the
gravitator, and at just a sufficient distance from the bearing wheel to avoid
touching the gravitator, which is placed between them and the bearing wheel,
receiving the bearing axle in the centro between them, so that both their
diameters are in the same direct line with the diameter of the bearing axle.
Figure 10 is the side of the vehicle, furnished with tho apparatus of
gravitation which I have just described.
In Figure 1, Sheet II., the front view of the two-wheeled trains shews the
situation that each of these two wheels, which I usually call lateral, Q', Q',
would present or assume with respect to the gravitator K, and the bearing
wheel II. By means of this apparatus, when the side of the vehicle is placed
upon the bearing axle it rests there as if astride without touching it, otherwise
than by means of the circumferences of the three wheels which constitute the
apparatus of gravitation.
Figure 11, Sheet 1, side view of a vehicle gravitating in the manner I have
just described upon the bearing axle M. I have here purposely left out a
portion of the spokes and of the hub of the bearing wheel H, I, in order to
shew clearly the junction of the bearing axle with the circumferences of the
three wheels of the apparatus. Of the two lateral wheels, I call the one Q, Q,

page_text: the impeller, which in the forward motion of the vehicle follows the carrying
axle, on account of its answering to the impulse of the motive powers, and
thus propels the bearing wheel by the power which it receives from the axle
in this case.
I call the other P, P, the moderator, because in the progress
of the vehicle it precedes the axle, whose motion it checks and moderates in
the irregularities of the road while in the act of backing or stopping and of
diminishing the speed. Between the impeller Q, Q, Figures 10 and 11, and
the moderator P, P, I leave a space just sufficient for the bearing axle M, to
be placed there slightly in contact with the two lateral wheels. By this
means the circumference of the bearing axle is placed with the circumferences
of the three wheels of the apparatus of gravitation in the three respective
contacts, which united by as many straight lines would describe a right-angled
isoceles triangle, whose angle opposite to the hypothenuse would be the
contact of the gravitation. The bearing axle in the centre D, C, Figure 1,
by which it is about to come in contact with the apparatus of gravitation,
presents a uniform cylindrical figure. I call this centre the heart of gravita-
tion. The line of division 1 and 2 is to indicate that the contact of the
gavitator would be with the part D, and that of the laterals with the part C.
The heart of gravitation should be carefully tempered. It borders on the two
extremities with two collars i, i, E, E, in the two-wheeled train of Figure 1,
Sheet II., which borders on the prise of the hub, is intended to hold the
bearing wheel, in order to keep it on this side steadily in its place. The other
collar E, E, would be superfluous in practice; I have named it only for
precaution, in order that it may supply the place of the third collar T, T,
(which will be described presently,) if by any extraordinary accident the
latter should fail; I therefore call it the supplementary collar.
Provided I obtain the object I have in view in the apparatus of gravitation,
that is to say, that the side of the vehicle may not be able to gravitate upon
the bearing axle otherwise than through the respective circumferences of the
three wheels, mounted in the bearing axle in the triangular position herein-
before described, and at the closest proximity possible to the bearing wheel,
circumstances that are essential to the apparatus of gravitation, as for the rest,
I use each of the three wheels of the apparatus with fixed axles or turning
axles, according to its suitableness to the form and degree of solidity necessary
to be given to the vehicle in this peculiar case. For the same reasons I use,
according to circumstances, either an exclusive axle to each wheel of the
apparatus, formed of a suitable strength in the side of the vehicle, or an axle
common to both wheels of the same name, which correspond with each other
in the two apparatuses of gravitation of sides of a vehicle by means of axles

page_text: in wrought iron suitably prepared and placed from one side to the other across
the body of the vehicle.
Figure 1, Sheet II., represents an example of this second method of
arranging the axles of the wheels of the apparatus of gravitation. B, C, axle
common to two gravitators K', K'. I call it, from the name of the wheels to
which it belongs, the gravitating axle. It croses from one side to the other
of the vehicle, approaching, by the angles in B and in C, the bearing axle
M, M, either to come in contact with the body of the vehicle, or to afford
the greatest solidity the circumstance requires. G, G, the axle of a couple
of lateral wheels. I call it by the name of the wheels to which it belongs,
the propelling or moderating axle. These axles bearing the lateral wheels,
are themselves borne by standards in iron R, S, m, n, R, S, m³, n', which form
a box for the lateral wheels. The standards are borne in turn R, R¹, by
the gravitating axle. One of these laterals Q, Q, is represented divided along
its diameter in order to shew it as before it is mounted. On its axle G, G,
there is mounted upon the same axle an iron tube t, smoothed round, and
then upon the tube is mounted the lateral Q, Q. The tube is just long
enough to prevent the standards which belong to the same apparatus of
gravitation R, S, m, n, and between which it is enclosed with the lateral
that turns upon it, from oscillating against the lateral. Therefore the axles of
the laterals are provided with screws in their extremeties X, g, by which in
crossing, the standards are made to support the tube, and by means of the tube
the respective lateral. Two screw caps F, z, placed upon each extremity of
the axles of the laterals, bind or fasten, in a direction diametrically opposite, the
two standards against the tube, which allows the lateral to turn freely upon
it between the standards. The tube is furnished with a tooth, which inserts
itself in the standard, and thus prevents the tube from turning.
A, B, C, F, G, H, (Sheet 3,) is a side view of the iron standard, which in
Fig. 1, Sheet 2, is shewn in end view in R, S. In D, F, Sheet 3, are
mounted the axles of the two laterals, which are enclosed between the two
standards of the apparatus.
Figure 10, Sheet 4, represents an example of the other method of arranging
the axle of the wheels of the apparatus of gravitation, that is to say, with an
exclusive axle to each wheel of each apparatus. A, B, C, D, standards of
the apparatus of gravitation of one side of the vehicle, between which are
mounted the three wheels of the apparatus. E, F, G, H, standards of the
apparatus of the opposite side. I prefer reserving this method for the sort
of trains that are intended to have springs. The apparatus of gravitation
may at least be partially enclosed within the side of the vehicle itself, so as

page_text: to appear to be but one and the same object, and 1 carefuly avoid the access
to it of any extraneous matter.
In Sheet III., of the whole apparatus of gravitation the gravitator alone
would appear, the lateral remaining cased in the side of the vehicle between
two iron standards, the exterior one of which would be A, B, C, F, G, H.
B, C, F, G, the heads of as many screws, by means of which the standards
of the same apparatus are bound together, and to the body of the vehicle
itself.
In W, T, Z, R, Figures 10 and 11, Sheet One, the exterior casing is repre-
sented partially open, to shew the laterals U, U; Figure 2, Sheet II., the
union of the two standards of the same apparatus, top view. This union, in
the opposite side Y, Y, of the same train, is purposely represented as being
cut to shew the laterals S, T. C, C, the gravitating axle; A, A, B, B, axles
of the laterals. The latter are mounted upon the standard of the apparatus
in such manner as not to separate from the bearing axle, and yet are allowed
to increase their respective proximity towards the centre of the bearing axle,
by means of a process which keeps the laterals which they support always in
slight contact with the bearing axle, in cases where long wear, reducing,
perhaps, either the periphery of the bearing axle or that of the lateral wheels,
requiring such an increase of proximity.
The process I have just spoken of I put into operation as follows:-It is
annexed to that of the two standards of the apparatus of gravitation, which is
placed internally m, m, m³, m', Figure 1, Sheet 2.
Figure 9, Sheet IV., represents an interior casing on the side where the said
process is exemplified. H, the bearing axle; S, the gravitator; L, M, the
laterals; B, C, D, E, supports of the axle A; d, head of the support, against
which the screw b, c, operates. The support is borne by the casing, in such
manner that under the operation of the screw it can advance against the bear-
inge axle II the whole latitude of D, B, E, D, without being able to recede.
The piece rises in R under the bearing axle H without reaching it, simply
in order that when any concussion takes place during the progress of the vehicle,
or when the bearing wheel is taken off the axle for the purpose of repairing or
other purpose, the latter may find find a temporary support. This piece
extends as far as the supplementary collar, without however touching it, so
as to come in contact with it, in case the collar of the couplers should fail in
its function. I construct the wheels of the apparatus of gravitation of cast
iron, but I hoop round the periphery, which I previously turn in a lathe,
with wrought iron. This circle is fixed on the periphery by means of as
many screws as there are spokes to the wheel that is to be hooped.

page_text: Fig. 12, Sheet 1., one of these wuecis ready to receive the circle that is seen
represented with the screw in Figure 13. I prefer putting these screws
against the spokes themselves a, a, Fig. 12, for greater strength. When the
wheel is hooped I again carefully turn its periphery.
Fig. 14, the same wheel, is now hooped and finally rounded.
CONSTRUCTION OF THE APPARATUS OF THE FREE AXLE.
Under the vehicle, in the middle, between the two bearing wheels of the
same couple, where the conjunction of these two coupled bearing axles is
effected, I contrive a peculiar apparatus, which I call the apparatus of the
free axle. This apparatus makes a part of the body of the vehicle, and the
object of it is to catch the extremities of the male and female screws of
the bearing axles and keep them in their places, whether coupled together, as
in Fig. 8, Sheet I., or adhering to the body of the vehicle, as in Fig. 1,
Sheet 2.
In this apparatus, which is repeated at each couple or pair of bearing wheels,
the body of the vehicle shews a mode of junction at the point where the bearing
axles are joined, which I call the hand, because it resembles five fingers, each
provided with a turning disc, by means of which the bearing wheels are caught
in their extremities and retained in these places, whether coupled together or
annexed to the body of the vehicle, as in Fig. 1, Sheet II.
In this apparatus, which is repeated at each couple or pair of bearing wheels,
the body of the vehicle, I make this grasping hand of any form required, so
that the five discs present this order. This order is as follows:-Three of the
five discs, in a triangular situation relative to each other, their circumferences
being in one plane, parallel to the circumferences of the wheels of the appa-
ratus of gravitation, which surround the junction of the bearing axles.
A, Fig. 8, Sheet I., is the point of the junction of the bearing axles, which
is surrounded by the three discs. This junction, cut along the three encircling
discs, following the line 1 and 2 of Fig. 8, would represent a circle, which is
the one described by the junction of the bearing axles in contact with three
other axles, which are those described by the three encircling discs in the
receprocal position, represented as seen in Figure 15; in which A is the
bearing axle; C, D, B, the three encircling discs. Two of the said last-
mentioned discs C and B are equal in dimension; their diameter is in general
about two-thirds of the diameter of the third disc. The said third disc is
placed under the bearing axle, so that its centre rests upon the perpendicular
line proceeding from the centre of the junction of the bearing axles. I call
it a bearing disc, because it is used as a support upon which the extremities,

page_text: coupled with the two bearing axles meeting at this point, gravitate, and
are secured at their mutual level.
From the contact of the bearing disc to the contact of the disc placed nearer
to it C passes a quarter of the circumference which the junction of the bearing
axles describes at this place. I call it the regulating disc, because it is intended
to separate in such manner that the couple or pair of bearing axles shall not
depart from the straight line on that side.
The regulating disc in the normal progress of the vehicle is situated
before the bearing axle.
I divide into halves the three remaining quarters of the circumference of
the junction of the bearing axles that pass by the contacts of the bearing disc
and the regulating disc, and I intend the place or point of division to be at the
contact of the circumference of the third disc B, which I call the corrector,
because it is intended on its part to perform the same office as regulator on
the other side.
Thus, by uniting together by as many straight lines the three respective
contacts in which the circumference described by the junction of the bearing
axles would, with the circumferences described by the three discs, result an
isoceles triangle, of which the angle comprised between the equal sides would
be measured by the contact of the corrector.
Each of the bearing axles near their junction A, Fig. 8, presents a collar
T, T, and B, B. I allow these collars on the side which they turn to the
junction to terminate at pleasure; but the face or front which they turn to
the bearing wheels I make in the form of a plane superficies, against which
the peripheries of the two equal discs B and A, Figure 16, which the band
presents, in an inferior manner to both, the bearing axles of the couple or
pair respectively come in contract in a horizontal direction and reciprocally
opposite. I call these discs couplers, because they are intended thus to keep
coupled in their proper position, secured to each other, and the two bearing
axles of the coupler. I designate the collars, against which they come in
contract, with the name collars of the coupler. By these couplers I obtain the
essential object I propose, of keeping the two bearing axles of the same couple
or paid coupled and fastened securely to each other, in order that they may
not separate.
I vary the method of placing them according to circumstances.
REQUIREMENTS OF THE APPARATUS IN WHICH IT IS INTENDED TO
REQUIREMENTS OF THE APPARATUS IN WHICH IT IS INTENDED TO

page_text: in this position which I place them do not come in contract with the
axle otherwise than by the crown of the surface alone of the collar of
the couplers. In this contact the spoke of the crown of the surface of the
collar should form a straight angle to the spoke of the corresponding coupler.
I use each of the five discs indicated, which form the essential part of the
apparatus of the free axle, with either a fixed axle or turning axle, or it may
be a pivot axle, according to its suitability to the peculiar construction of hand
the case requires.
Fig. 17 is a view of a couple or pair of bearing axles, furnished with the
apparatus of the free axle. U, bearing discs; D, regulator; E, corrector;
C and Y, the two couplers. These discs are borne by the hand B, B, A, A,
i, i, o, o. The hand in its turn is borne by the gravitating axle G, F, in part
directly in hand A, and in part through the space between the standards N, N,
M, M, of the respective apparatuses of gravitation.
Figs. 18, 19, 20, give the principal details of the construction of the hand
according to the form I most usually adopt. These details are as follows:-
From the gravitating axle G, F, Fig. 17, two standards in iron descend,
B, B, A, A, which I call mandolines, because they resemble or nearly so the
face of the instrument bearing this name. Figure 18, plan of the mandoline.
The two mandolines form, as it were, a box, which I call palm of the hand,
within which are mounted the three bearing discs, regulator, and corrector
U, D, E, Fig. 17, by means of as many fixed axles Z, Z, the projecting
extremities of the bearing axles affording a hold to the screw X, X, projecting
extremities of the axle of the regulator. V, V, those of the regulator. C, A, D,
Fig. 18, in the mandoline, are openings to the three axles of the discs,
regulator, bearing, and corrector. B, circular opening of the mandoline,
which affords a passage to the junction of the bearing axles without touching
them. In G the two mandolines of the same palm are joined together by
means of suitable coupling pieces, which renders them respectively rigid.
In F and E they are united with the gravitating axle, and becoming rigid
as one body.
Fig. 19 shews the view of the three discs relative to the view of the
mandoline, and of the passage the latter affords for the junction of the bearing
axles. The couplings c and y, Fig. 17, are borne by iron cross pieces i, i, o, o,
respectively; each of these cross pieces is borne on one side by the respective
mandoline B, B, A, A, to which it presents as many arms of attachment as
there are axles of the disc projecting from the mandoline; these arms are
pieced through by the ends of these axles. On the other side, the cross piece
likewise presents two arms of attachment at the respective standing of the

page_text: apparatus of gravitation N, N, M, M, upon which the arms rest after they
have been pierced by the axles of the laterals, to which they afford a passage.
These cross pieces I call crosses of the couplers.
Fig. 20, plan of the cross of the couplers. The coupling, which is there
seen dotted, is mounted at A horizontally on a pivot. B and E, arms which
the cross piece presents to the mandoline; C, D, arms which it presents to
the standard of the apparatus of the gravitation; R, R, heads of the pivots
of the couplers, Fig. 17, to afford a hold to the screws. Thus all the parts of
which the hand, is composed are among themselves of mutual counterform ;
the palm with cross pieces of the couplers, the latter with the palm and the
standard of the apparatus of gravitation, and altogether rigid with the gravi-
tating axle.
The bearing axle, throughout its whole length e, e, i, i, Fig. 17, which
passes along the couplers, presents a uniform cylindrical surface, which allows
room for the free rotatory motion of the coupler, because it is only to come
in contact with it, as in the surface crown of the respective coupler.
I distinguish this part of the bearing axle by the appellation of passage
of the coupler.
The passage of the coupler is represented in V, V, Fig. 1. The portion of
the length E, V, through which it quits the diameter of the supplementary
collar E, E, to descend to the diameter of the passage of the coupler V, V, I
call the tongue of the supplementary collar.
Fig. 1, Sheet II., A, D, E, are the three discs, viz, bearing, regulator, and
corrector, collected within the palm a, b, d, f. The palm is made rigid or
firm with the gravitating axle B, C, by means of the screws a, d, and of the
union pieces g and h. The screws, of which there are three in each mando-
line, are in the view above, or top view o, o, v, u, n. There is one union piece
for each mandoline; they are in the top view, Fig. 2, 0, K, X, P, Q, M, N, R.
Each of these union pieces nearly resemble a half square, three arins to be
fixed to the body of the vehicles by means of the screws.
G and B, Fig. 1, Sheet II., the two couplers, joined or placed upon the
respective cross pieces x, x, x, x'. The cross pieces of the couplings seen at
the top in Fig. 2, are D, E, H, I, F, C, K, L. The two couplings are a, e, c, i.
In Fig. 1, same Sheet, one of the couplings C is represented as being cut
the length of its diameter, to show how it is placed upon its pivot I.
Every disc of the apparatus of the free axle is followed out, as seen at
,,,, of the coupling C. The object of this is to diminish the weight
without endangering its solidity.
The apparatus of the free axle may be cased in the bottom of the body

page_text: of the vehicle, and I am careful to avoid its coming in contact with any
extraneous body or matter.
In Sheet Three, what is seen under the vehicle in K 1, is a part of the
casing or covering enclosing the apparatus of the free axle; the body of the
vebicle holds the bearing axles of one and the same couple with a secure hand,
either coupled with each other, or by attaching to themselves, without, how-
ever, being able to touch it otherwise than by means of the peripheries of the
five discs, which form the essential part of the apparatus of the free axle.
Thus, as a whole, the body of the vehicle is carried by the bearing axles
without its being able absolutely to touch them in any other manner than by
the peripheries of the three wheels of the apparatus of gravitation, and by the
five discs of the apparatus of the free axles, both in the respective condition or
situation I have just described. In one word, the bearing axles do not at all
touch any part of the vehicle which does not turn with them. In the appa-
ratus of the free axle I prefer using discs for wheels, as the do not present
any series of spokes, and consequently are not. exposed to the danger of being
impeded in their rotation if by chance any extraneous object should present
itself to impede its motion. The discs are cast iron, and turned carefully
true.
CONSTRUCTION OF THE BEARING WHEELS.
I make the wheels of a form which I call bayonet, because it resembles the
weapon bearing that name, by presenting in its whole length the form of a
triangle, two sides of which are slightly grooved, and the body of which
becomes progressively larger from the periphery of the wheel to the hub, so
-that-in-projecting_out_of_the hub it would be double the substance that it
would be when it arrived at the periphery.
Figure 5, Sheet 4, represents the spokes a, b, c, a¹, b¹, c¹, a transverse section
through the lines 1 and 3, 2 and 4, which respectively represent the plan of
the spokes as they leave the hub and as they enter the periphery. When the
train is in motion the spoke cuts the air with the vertex a, a, of that one of
the three angles which is comprised between the two grooved sides, turning
the third side backwards, the spoke in the thinner part of its extremities
with the screw A, by which it is attached to the tyre of the wheel. In the
opposite extremity it terminates like an arrow or swallow's tail B, by which it
is to be fastened in the hub. The spokes are fixed in the periphery before
they are fixed on the hub. The periphery or tyre is composed of two circles,
the one interior B, C, A, Figure 1, the other exterior E, E, D, each forined of
a single piece. It is on the interior circle that the spokes are to be fixed, so

page_text: that the screw point presented by the spokes, after being screwed through the
whole thickness a, b, of the interior circle, it is truncated to the level 6 of the
exterior surface of the same circle. The hub is composed of three parts;
the middle part A, H, G, B. Figure 6, which I call the trunk, and two lateral
parts, equal to each other E, E, C, D, which I call complements. When the
spokes are all fastened together with screws, as I have shewn in the interior
circle of the periphery, I present to them the trunk, in which I have previously
inserted on the two bases A, II, and G, B, as many mortises as there are
spokes to be encased, and according to the form of their ends or tails a, b, c, d,
are mortises. A spoke A, B, Figure 2, on one B, E, of the bases of the trunk,
the other C, D, on the opposite base D, G, alternately; I then place half the
spokes or one of the bases and half on the opposite base, so that the result is
that the wheel forms a double cone A, B, E, F, H, G, D, C. The spoke pene-
trates through the trunk by the whole thickness of the tail b, d. a, c. Having
arrived at the hub, the tail of the spoke quits the straight A, B, of the same
spoke, to follow that b, a, of the base of the trunk, into which it is introduced
as far as the level of the base. The trunk or centre piece is the only part of
the wheel I propose to form of cast iron; all the other parts are exclusively to
be formed of wrought iron. In the trunk I prefer forming the mortises so as
to drive the tails into them tightly when they are introduced into them; I
rivet them in order that they may fill their places more effectually; and finally
they are to be soldered. When the tails are all driven in I smooth the bases.
of the two trunks round; that being done, I apply to the bases of the trunk
the respective complements or portions of the hub, which thus confine the tails
or ends in their enclosures, the complements or portions having been pre-
viously smoothed on the face, in order that they may be fitted carefully to the
bases of the trunk. Each complement is fixed up to the trunk by means of as
many screws as there are interstices between tails enclosed, Figure 7. These
three parts of the hub thus mounted are again finally mounted by means of
the bearing axle upon which the wheel has been placed, because they are to
be confined upon the bearing axle between the screw and the collar of the
bearer. The spokes which form the same diameter in the wheel are not
enclosed upon the same base of the hub, but alternately, the one on one, and
the other upon the opposite base B, A, Figure 4, which forms a diameter
with C, D, and is enclosed in the upper base in a, b. c, d, whilst C, D, is
enclosed in the opposite base; consequently to each mortice of one of the bases
b, d. a, c, Figure 2, there is a strong or massive screw passing through a corre-
sponding interstice in the middle e, f, to afford a hold to the screw which is to
secure the respective complement or parts upon the trunk. f, e', screw hole.

page_text: opposite the mortise V, X, Y, Z; a', Figure 4, screw hole opposite the mortise,
into which the tail or end of the spoke C, D, is enclosed or driven. The tail
traverses the whole spoke of the trunk, so that in its extremity, e, d, Figure 4,
there is an immediate contact with the bearing axle when the latter has entered
the hub; therefore it is only after the spokes are all fastened or driven into
it, and the complements are joined together before, that I form the precise
diameter of the hole of the hub. The body of the spoke on quitting the hub
leaves the swallow-tail form to assume the form of a bayonet, and developes
its position upon the trunk and partly on the complement. I carefully
prepare the exterior surface of the hub, well smoothed in a lathe, in order
that it may fit accurately with the form of the spokes suitably rounded.
C, a, d, b, Figure 8, plan of the spoke on its leaving the hub. The part c, a, b,
is fitted on the complement, and the part a, d, b, on the trunk. a, b, junction of
the trunk with the complement. n, m, Figure 2, same part of the spoke that
fits upon the trunk n; B, part that fits upon the complements. When the
spokes are all mounted upon the interior circle and upon the hub I finish
the wheel by hooping it around with the exterior hoop E, F, D, Figure 1,
which I fix upon the interior circle (previously made regular by means of a
lathe) with as many screws d, c, as there are interstices between the spokes.
The periphery thus finished presents at the part which the interior circle
turns to the hub a curved surface P, F, H, r, Figure 2; but at the part which
the exterior circle turns to the road I prefer it should be made in a straight
line q, s, throughout it whole breadth, notwithstanding that the present practice
recommend otherwise. In wheels of ordinary dimensions the spokes are all
arranged upon the periphery on the same line H, Figure 2; but in wheels of
large dimensions I avail myself of the greatest breadth of the periphery, to
place the spokes in two circumferential rows M, K, Figure 3, one by one
alternately, always introducing each spoke into the periphery on the same side
M, through which it projects from the hub. These two rows are scarcely so
far separated from each other as the latitude presented by the periphery would
admit of. In general for wheel of large diameter I adopt eighteen spokes.
I call this system of bearing wheels elastic wheels, because this sort of con-
struction and connecting together gives to the bearing wheels not only perfect
solidity, but also another quality eminently essential to bearing wheels, that is,
the perfection of clasticity.

page_text: ance, increasing its hold against the wheel to be stopped, in proportion to the
power acting upon the other arm A, B, the grasp may increase by all the
difference that exists between the arms of the lesser grasp B, C, and the greater
B, D; therefore I make the arm of the power simply straight, A, B, or of
any other shape suitable for the special purpose; and I purposely make the
arm of resistance of an eccentric form B, C, D, which I call ear, because it
nearly resembles the form of the hunian member so called. B, the fulcrum
of the lever; it is fixed with an iron axle, which I call the axle of the breaks,
and which, by crossing from one side of the vehicle to the other, presents
in the opposite extremity a similar ear against the other bearing wheel of
the same couple. The axle of the breaks turns with the ear upon 2 cushions
attached to the sides of the vehicle. Their motion follows the motion of the
ears, and consequently with the action of the power. From this action, common
to the two ears, an axle of communication proceeds, which by K, J, J, L,
renders the action of the two first ears simultaneous with the action of the two
other similar ears, which, being fixed like the two former ones to one axle,
operate simultaneously against the same couple of the bearing wheels in a
diametrically opposite direction to that of the two first; thus, the power with
one single arm A, S, operates upon four similar ears upon as many points on
two opposite sides of each bearing wheel of the same couple as if between
grasping arms with an increasing grasp. Between the stopping ear and the
wheel to be stopped I place an intermediate body E, F, G, H, which I call a
pillow.
CONSTRUCTION OF THE IMPULSORY.
The impulsive is wholly in iron, with the exception of a few parts which
will be mentioned. It travels on the road with only one wheel, which I call
impulsory wheel, as being the one that directly receives the action of the motive
power, and transmits it to all the bearing wheels of the train which is required
to be propelled; thus, the impulsory is essentially composed of the impulsive
wheel provided with its axle, which I call by the name of the wheel impulsive
axle, and with the porte moteur, intended to contain the motive power, and
which for that reason I call porte moteur.
CONSTRUCTION OF THE IMPULSIVE WHEEL.
The impulsive wheel, Figure 1, Sheet 5, according to the system of the
wheels, I call elastic, like the bearing wheels of the vehicles, with the exception
of the dimensions, which I keep essentially proportinate to the power that is
necessary to be given to the impulsory, but always a little larger than the
dimensions of the bearing wheels of its train.

page_text: CONSTRUCTION OF THE IMPULSIVE AXLE.
Figure 2, Sheet 5, represents the form of the impulsive axle. Its length is
equal to the breadth of the impulsory. The impulsive wheel is mounted on
the middle A, A, of its whole length, and fixed then as in Figure 3, so as to
turn with it between two collars B, B, C, C, Figure 3, intended to keep it in
its place.
The space A, A, Figure 2 of the axle, upon which the wheel is to
be placed, I distinguish, as I do the bearing wheels, by the name of prise of
the hub of the two collars B, B, C, C, Figure 3; the one B, B, is of one piece
with the axle; the other C, C, is fixed with screws in order to be removable at
pleasure, in order to let the wheel pass when it is necessary to fix and unfix the
impulsory; I call them the contrasts of the wheel, and I distinguish them from
each other by the adjective permoveable for the one, and moveable for the
other. I call the space B, B, Figure 21, of the impulsive axle, which is to be
occupied by the movable contrast, prise of the contrast. C, C, Figure 3, the
moveable contrast. a, a hole found in the moveable contrast, to afford a
hold to the lever, which is to fasten it against the hub of the impulsive wheel or
to unfasten the same. The two parts A, A, D, D, Figure 3, of the impulsive
axle, that extend on either side of the impulsive wheel mounted upon it, I call
arms of the impulsive wheel. It is upon these arms that the porte moteur
or moving bearer is to gravitate, and be borne by means of the respective

page_text: the apparatus of gravitation of the vehicles, already described. The 4th P,
which is an additional one, is situated immediately under the impulsive axle,
in the same plane with the gravitator, with its centre upon the perpendicular
line, passing through the centre of the gravitator and of the impulsive axle.
I call it the bearer, because it is intended to carry the impulsive axle, in order
that it may not quit its place on that side in case a jolt of any kind should
cause the impulsory to rise suddenly from the ground. Thus, the apparatus
of gravitation of the porte moteur presents 4 wheels, arranged relatively to
each other in the form of a Maltese cross, with an interval just sufficient to
admit them between the impulsive axle, which will be in contract with the
respective circumference of each of them. In each arm of the impulsive
wheel the space d, e, Figure 3, intended for the contact of the 4 wheels of the
apparatus of gravitation, I call, as in the bearing axles, by the appellation of
heart of gravitation, and is carefully tempered, as before mentioned. The
contact of the gravitator and the bearing wheel takes place in that part of
the heart of gravitation nearest to the impulsive wheel; that of the laterals
takes place in the part nearest the extremity of the arm. These four wheels
are, in the same manner as the three wheels of the apparatus of gravitation
of the vehicles, mounted ad libitum upon fixed or turning axles between
two standards; the latter one joined to each other by means of suitable
fastenings. I call the joining of these two standards, framing of the apparatus
of gravitation.
Figures 5 and 6, ground plan and elevation of each of the standards.
G, P, L, L, space in the standards, intended as the site of the four wheels.
Each standard has a circular hole F in the centre; the arm of the impulsive
wheel passes without coming in contact with it. I call one of the two
standards interior, which when the apparatus of gravitation is in its place is
the nearest to the impulsive wheel; I call the other standard exterior. In
the latter, represented in Figure V., the circular hole is just sufficiently
large to afford a passage for the impulsive axle without touching it, seeing
that it must come in contact only with the respective circumferences of the
four wheels of the apparatus of gravitation, which appear immediately within
the orifice of the hole, as may be seen in Figure 8. I call this circular hole
passage of the axle.
In the interior partition, represented in Figure 6, the
circular hole F is larger, because before it affords a passage to the axle it is
to afford room for a circle of the form of a short tube, which I call the
conduit, which I shall speak of in its place. I call the larger hole, hole of
the cardinal, from the name cardinal, to which it affords a passage. The hole
of the cardinal all round it orifice presents a circular edge, in the same manner
B

page_text: as the circle of a box, which I call the lip, which is shewn as represented
in m, m, Figure 6; it is intended to be explained hereafter.
Figure 7, a framing with the four wheels collected upon it, seen on the
side of the exterior partition and front view; Figure 8, the same, seen
from the side of the interior partition and top view. The lateral wheels
are shewn in the framing, with the mode of operation E, E, Figure 7, of
which I have already spoken when describing the apparatus of gravitation
of the vehicles, Sheet 4, Figure 9. It is intended for the same purpose,
namely, to restore its contact with the impulsive axle, in the case that the
wear had eflected an alteration that might requiro this restoration. This
process is repeated in each of the two partitions, as may be seen X, X, X",
X, in the view of the Drawing of the framing, Figure 8. In G, Figure 8, is
shown the gravitante G'; 8, the bearer P¹; A, B, C, D, the ends of the screws
for screw nuts, by means of which the two partitions are joined and made fast
to each other; H, II, lip of the hole of the cardinal. I shew in the apparatus
of gravitation of the porte moteur four wheels, in the order and position which
I have just explained. I make the framing and its accessories of any form
the cential conditions of

page_text: by means of screws a, b, c, a, b, c, Figure ; to which the screw holes a, b, c,
a, b, c, Figure 9, in the gravitating frames, corresponding. The total parallel-
ogram, Figure 13, shewn again in the three componant parallelograms by
means of the two interior sides BF, CG, parallel to the gravitating frames,
which I call intermediate frame. These frames are carried by the anterior
and posterior sides; they are intended to be crossed by the impulsive axle,
to which they give a free passage without coming in contact with it by the
cardinal hole E, F, Figure 13, which each of them present to it, similar to the
one which is presented by the interior partition of the apparatus of gravitation
of the gravitating frame. This hole also receives a cardinal in the same
manner as the one in the partition which also presents a lip. This lip in each
intermediate frame juts out towards the respective gravitating apparatus.
In
opposition to the intermediate sides I distinguish the gravitating frames by the
appellation extreme frames. The intermediate frames are just distant enough
from each other to afford room for the free rotation of the impulsive wheel,
which is to be placed in this space. This space forms of the three componant
parallelograms the middle parallelogram B C F G, which forms the place of
the wheel. On the anterior side A, D, of the frame of the porte moteur the
intermediate frames are fixed, each separately in B and in C, by means of
screws, but on arriving on the posterior side E, H, they are fixed in it by
closing one single piece; just before it meets with and is united to a single
piece, each of them abandons the level of the extreme flank, which it pre-
viously followed, to describe a sort of arch, which I call the see-saw or swing
arch, which I shall speak of in its proper place.
Figure 11, elevation of the intermediate flank, which shews the cardinal
hole F, intended to allow of a passage to the impulsive axle. A, B, C, arch
of the swing picce. I prefer forming the latter by a piece joined by means of
screws a, b, c, d, and also to form of a single piece the two arches of the
see-saw of the two respective intermediate frames, because in one of their
extremities they are united into one piece.
Figure 12 shews the union or joining of the two intermediate frames. a, b, c,
d, e, f, screws by means of which they are joined to the anterior side of the
frame; g, h, i, j, k, l, screws by means of which they are joined to the posterior
side. In the impulsives intended for a two-horse power only, I prefer forming
the intermediate sides of the frame of the porte moteur without any apparatus
of gravitation, like the one represented in Figure 11; it would be sufficiently
borne by the anterior and posterior sides of the frame of the porte moteur, and
that, notwithstanding all the elasticity they might experience without the gravi-
tation of the weight with which they would be burdened, it would in no case

page_text: be necessary they should gravitate directly upon the axle, and they would
always give it a passage without coming in contact with it. The contrary
result may be verified in impulsives of a superior power. I provide
I provide each of
the intermediate frames with an apparatus of gravitation, as represented in
Figure 14, which is an intermediate frame of a porte moteur for an impulsive
of four-horse power. This apparatus is contrived upon the principle of the
one with gravitating frames, except that in this case I dispense with the fourth
wheel, it being that the bearer of the apparatus of gravitation of the extreme
frames are more than sufficient of themselves for the office they are to perform.
I however prefer so to arrange the apparatus of gravitation of the intermediate
frames as that it should only be auxiliary, that is, destined to act only in case
the intermediate frame should be compelled by the weight of its burden.to
lean directly upon the arm of the wheel. It is for that reason I present the
wheels of that apparatus to the orifice of the passage of the axle, not, however,
precisely in contact with the impulsive axle, but ready to be so in every case of
necessity. For the foregoing reasons, in impulsives of two-horse power, the
place of the impulsive wheel, formed by the union of the intermediate powers,
is limited to the free rotation of the impulsive wheel alone, but in impulsives of
a superior power it presents the major latitude which is required to give place
or room for the introduction of the auxiliary apparatus of gravitation. A, B,
A, B, Figure 15, I call the-space for placing the movers each of the two
other component parallelograms A BE F, C D G H, Figure 18, because
they are particularly reserved for the placing of the movers; I effect this
placing by means of a special apparatus, which I call the placing apparatus..

page_text: CONSTRUCTION OF THE PLACING CARDINALS.
Each placing cardinal is a tube, the length of which is regulated by the
depth of the cardinal hole, which crosses without passing beyond it. The interior
circumference is made regular by means of a lathe, and of the diameter required
exactly fit in close contact with the whole cardinal, and he introduced into it by
means of a rotary motion upon itself, in the same manner as a well-made
circular box fits in its cover. The interior circumference or circular space of
the tube is of a sufficient diameter to afford a free passage to the impulsive
axle without coming in contact with it. I call this space the passage of the
axle. In each of its bases the tube presents a circular edge which extends in
a direction so as to lengthen the tube. I call this extension of length the edge
of the cardinal, because it resembles the edge or rim of a man's hat.
One of the edges is forged in one piece with the tube, therefore I call it
immoveable; the other is to be fixed on the orifice of the tube, by means of
screws, which penetrate into the thickness of the tube lengthwise; I distinguish
by the name moveable. The immoveable edge is intended to prevent the
tube from advancing further than it should do in the cardinal hole, which
places the lip I have already described against it, for the same purpose.
The moveable edge is fixed in its place when the tube has been introduced in
the hole of the cardinal; its intention is preventing it from coming out.
Figure 16, Sheet 6, placing the cardinal A, B, in a moveable edge. a', b',
Can the carame LL

page_text: the free axle of the vehicles. This coupling is placed towards the interior of
the parellogram at the orifice of the passage of the axle with the horizontal
circumference at a tangent to the perpendicular line.
Figure 18 is n elevation of the coupling frame of the placing apparatus,
seen from the side of the coupling b, c.
P, ORIFICE OF THE PASSAGE OF THE AXLE.
a, e, i, screws used to join the support of the coupling to the side of the
placing apparatus. The impulsive axle in crossing this passage here presents
a coupling collar, similar to those described in the bearing axle of the vehicles.
The coupling comes in contact with this cellar, in order to prevent the
impulsive axle from getting out of its place. In impulsives of only two-horse
power I use a coupling collar, the contrasts or oppositions of the wheel,
which I form of such dimensions as that, after having traversed the passage
of the axle without coming in contact with it, may reach the orifice of the
passage, which opens into the interior of the frame, and afford a hold to the
respective coupling.
Figure 22 represents these two contrasts A, A, B, B, in gear with the
respective couplings E and E, in the impulsive axle of impulsives of several
horse power.
Fig. 22 shows that after the contrasts B, B, C, C, of the
wheel are about to take place respectively, two auxiliary hearts of gravation,
S, S, S, S. I give to each arm of the impulsive wheel a coupling collar
A, A, D, D, framed expressly in a position suitable to afford a hold to the
respective couplings E and E. In this case the one of the coupling collars
D, D, which is on the side of the moveable contrast, is itself also joined
to the moveable for the same reason. In the two placing frames, A, B, C, D,
E, F, G, H, Fig. 17, for the same couple, the posterior sides are formed of
one side alone, and the same side G, H, common to the two frames of the
couple.
When the latter are in their place upon the frame of the porte
morteur, Fig. 10, it crosses from one placing frame to the other, under
the arch of the see-saw or swing-piece, which affords it a free passage. The
intention of this is to have the two placing frames attached to each other.
Figure 20 is the frame of the porte moteur with the placing frames, each in
its place upon the impulsive wheel, shewn in plan. When the two placing
sites of the same couple are on the porto moteur in their place, they each fill
the area of the space of the respective sites with pretty tolerable accuracy to
able to swing or vibrate in it, like a swing upon its fulcrum, without rubbing

page_text: otherwise than in the cardinal holes.
It is to afford a space for this swinging
that I give the immediate sides of the porte moteur the arch of the sec-saw
or swing, shewn in Figures 11, 14, Sheet 5. It is suflicient if the arch of the
swing-piece allow the frame to deviate from the horizon in this direction, as
represented by Figure 25, Sheet 6.
In the opposite direction, Figure 26, the frame may assume a more decided
inclination, because in this direction nothing opposes the swinging until it
meets the surface of the road upon which the impulsive travels.
CONSTRUCTION OF THE POLYGONS..
The polygons are essentially regular and rigid, and with their respective
axles revolve between apparatuses of gravitation and respective couplings
contained in the frame of the site. There are two in each top or head of the
site, which form a couple. The two polygons of each couple are mounted,
as respects each other, at a distance equal to the breadth of the pedivelle, upon
the sides of which it is circumscribed. Each of the couples of polygons is
mounted upon its respective axle independently of each other. One single
axle may be common to the two posterior couples, because the intermediate
flanks of the mover bearer give it a passage through the arch of the see-saw.
As to the number of the sides of the polygon, I do not approve of less than
six sides, and more particularly recommed eight or more.
Figure 23, the polygon axle, formed of one piece. Figure 28, Sheet the
same, furnished with its polygons PP, P' P'. Figure 27, the polygon.
Figure 26, Fig. Sheet 6, the polygon posterior axle, when it is common
to the two couples, in one piece. Figure 29, Sheet 7, the same, provided with
the two couples of polygons, P P, P' P₁, P" P, PP. Each of the
polygons is fixed upon the axles in its place between two collars A B, C, D,
Fig. 28, which I call contrasts of the polygons. Of all the contrasts of the
polygons, the two upon cach angle that are the nearest to the middle of
the axle C, D, E, F, Fig. 28, and E, F, G, H, Fig. 29, are immoveable,
because they are forged in one piece with the axle, while all the others are
moveable, being jointed with screws to allow of the introduction of the
polygons.
,
The apparatus of gravitation of the axles of the polygons is composed of
three wheels, situated or placed as follows:-The first carries the axle, therefore
it is situated under the axle on the level line that passes through the centre of
the latter; I call it the bearing: the second is situated behind the axle at 90
degrees from the former; I call it the fulcrum, because it is absolutely used as
the fulcrum in its rotary motion: the third precedes the axle; it is situated

page_text: precisely on the middle between the two former; I call it jailor, because it is
intended to keep in its place. Should the case, of which I will speak here-
after, that the axle of the posteror polygons besides be required to carry a
cogged wheel in its apparatus of gravitation, there intervenes four wheels that
surround the axle, placed in the form of a cross. The under or lower one is a
bearer, two are laterals, and serve, the one as a fulcrum, the other as a counter
fulcrum, to the motion of the axle; it is for that reason that I distinguish the
latter by the name itself of counter fulcrum. The fourth, which is above
diametrically opposite to the bearer, is a jailor.
Fig. 30, Sheet 7, is the arrangement of the wheels of the apparatus of
gravitation of the polygons, when it is composed of three wheels. A, axlo of
the polygons; P, the bearer; F, the fulcrum; C, the jailer.
Fig. 31, top view frame of the placing apparatus; Fig. 32, lateral elevation
of the same. A, axle of the anterior polygons that turns between the appa-
ratus of gravitation, composed of three wheels, namely, the bearer and the
jailor the first at C, and the second at B, the third at E. E, the posterior
polygons, turning between an apparatus of gravitation, composed of four
wheels, namely, of the bearer and of the jailer, both placed on the side of the
flank; the first at I and the second at G of the fulcrum; and of the counter
fulcrum, the first at Z, and the second at H.
Fig. 31, A B, CD, a couple of anterior polygons, turning with the axle
Q, R. EF, G H, second couple of the same, turning upon the axle S, T.
IJ, KL, MN; O P, posterior. polygons, turning with the solid axle U, V.
e, f, a coupling, that operates against the coupling collars of the axle of the
posterior polygons a b, c d; this coupling is situated between the collars, so as
never to be in gear with both at the same time. The collars by their circum-
ference also give a hold to cross holding breaks, intended to retard or to stop
the motion of the axle.
Fig. 33, frame of the site and of the mover bearer, cach in its place upon
the impulsive wheel. The pediville is composed of small plates of wood,
which I call pianelles, equal in dimensions; they are put together in the samo
manner as that of the two branches of a pair of compasses, which allows the
pianelles to converge the one upon the other, and thus to form an endless chain.
Each pianelle offers a length, which I call the way or path of the pianelle,
equal to the side of the polygons, upon which the pianelle is intended to be
passed; it is as long as the animal mover that is to be employed requires.
The pianelles can only converge in the direction that tends towards the centre
of the chain, which they form when they are under the feet of the moving
animal, for which they form a road; they fit each other-by-their-respective

page_text: extremities, so as to form a plain without any interruption of continuity.
In crossing from the anterior polygans to the posterior polygons, the
pedivelle itself is mounted upon small wheels, which, bringing it back from the
two sides during the whole passage of the anterior polygons to the posterior
ones, oblige it to slide from the former to the latter, being always on a level
with the points of the polygons which it has just left.
I adopt two methods in the arrangement of these small wheels. In the
first method, the small wheels are annexed to the pedivelle, two on the side
of each pianelle; in this case the edges of the frame of the site present to
the small wheels rails, upon which they roll. In the second method, the
small wheels are annexed to the frame of the site upon the edges of the latter,
whilst the pianelles present to the small wheels two flattened lines, as a
substitute for the use of rails. Both of these methods have each its peculiar
advantages; I usually prefer the second. Each piannelle at each of the
planes has an edge sufficiently large to prevent the extraneous matter on
the pedivelle from issuing laterally; these matters are therefore obliged to go
off' behind, when, in the revolutions of the pedivelles, the pianelles, upon which
they have been placed, turn downwards towards the ground.
Fig. 39, the pedivelle in its place upon the apparatus of the site; it is con-
trived according to the first of the two methods herein-before described,
namely, in which the small wheels are annexed to the pediville. Fig. 36, side
elevation of the pianelle; Fig. 35, front elevation of the same; Fig. 36, union
or joining of the two piannelles; Fig. 35, the same, underneath view. The
small wheels of each pianelle are placed in so alternate a position, that
those of the one B, B, Fig. 37, centricate rather more than those A, A, of
the contiguous pianelle, in order to give play to the partial crossing of the
small wheels, which might be required by the inclination of the pianelles
when they are on the polygon. The representation of this inclination is seen
in Fig. 38. A, B, B, C, two pianelles joined upon the polygon. From the
four corners of the site four respective arms descend towards the ground, suffi-
ciently low to present under the pedivelle two rows of small wheels, which
I call inferior guides of the pedivelle, one at each flank of the frame; these
small wheels are mounted between brackets. T, U, V, Fig. 39, an inferior
guide of the pedivelle. It is in its length the interval which the pianelles
travel over after they have been left by the posterior polygons, and before
they are again taken or in gear by the anterior ones. Its object is to support
the pedivelle in this passage, so as to be able to slide easily without quitting
the straight line. S, R, a rail upon which the small wheels annexed to the
pedivelles move; E, passage of the impulsive axle in the frame of the site;

page_text: A, axle of the anterior polygons, turning between the apparatus of gravita-
tion, composed of three wheels, mounted on B, on D, and on C. J, axle of
the posterior polygons, turning between the apparatus of gravitation, composed
of four wheels, mounted on M, N, L, K.
Fig. 40, apparatus of the site for the octagon polygons and pedivelle, con-
trived according to the second of the two methods I have above described,
that is to say, in which the small wheels are annexed to the frame of the site;
this method only require the small wheels under the animal movers and those
of the inferior guides. Under the animal movers I arrange these small
wheels, so as to be able to present to the pedivelle a support as little
interrupted as possible, using for this purpose large and small wheels, which
are made to cross each other, as may be seen in A, a, B. I take great care
that all the parts of which the pedivelle is composed are made as light as
possible, consistent with a suitable solidity, using for this purpose the joining
accessories which may be useful more efficaciously to accomplish the object.
It is only in passing over the polygons that the pedivelle describes angles
which are equal to the angles of the polygons; in all the rest of its passage,
both forward and backward, it describes a straight line parallel with the centres
of the polygons.
On the pedivelle I place the animal mover, whether horse, mule, or other
draught animal be employed. The animal mover, gravitating with its wholo
weight upon the pedivelle, transmits by its feet motion to the pedivelle, and
the pedivelle transmits it to the impulsion wheel by means of an apparatus
which I call apparatus of transmission, of which I shall speak hereafter.
In impulsives where only one couple of animals are employed, the latter are
placed one on each pedivelle; they will correspond one for each arm of the
impulive wheel. For two couples, my plan is to place two upon each pedi-
velle, the one behind the other; beyond that number I place them in couples
the one behind the other. The kind and number of animals that are to bo
employed upon the same impulsive determine the proportions of the pedivelle,
and the proportions of the pedivelle determine the proportions of all the
other parts of the impulsive.
The pianelles are joined to the pedivelle, so as to allow of any one of them
to be easily removed from amongst them without disarranging the others when
it is necessary for repair. Upon the frame of the site, and in the whole site of
the pedivelle or receptacle, which I call the enclosure of the animals and
frame, is raised for each animal, as high as is necessary to suit the harness
upon it. The harness is so formed that the animal cannot quit his place
in any direction, having, however, all the room necessary to exert itself.

page_text: The harness fully secures the animal in its place, and at his sides are instru-
ments, which operate to act as spurs, and which the conductor of the impul-
sories puts into operation at will.
:
In impulsories intended for a use liable to an irregular resistance, I arrange
the mover bearer or porte moteur in such manner that weighty burdens may
be so prepared and distributed as to be able by the aid of the conductor. to be
loaded upon the back of the animals for the purpose of increasing their weight,
with the intention of increasing the weight of gravitation on the pedivel, or be
released from it and replaced on the mover bearer.
A convenient communication, which the conductor puts into operation, at
pleasure, enables him to effect an inclination more or less deviating from the
horizon, according to the requirements of the speed... This inclination may be
given in two directions. In one direction, the pedivelle presents to the foot of
the animal mover, as it were, a stair or step, more or less light, according to the
degree of inclination the conductor thinks proper to give to it. In the opposite
direction it presents a sort of door; the intention of the latter is to put into
operation the impulsive power of the animal, so as to give the pedivelle an
opposite motion.
The transmission of the motion of the pedivell to the impulsive wheel by
means of an intermediate cogged wheel and the pedivell.
To cause the motion of the pedivell to be transmitted to the intermediate
cogged wheel I adopt two methods:-The first consists in establishing upon
the axle of the polygons a cogged wheel, which I call the dominant; it gears
with the intermediate cogged wheel, to which it transmits the motion of
the polygons. It is this case when a single axle is to be common to the
four posterior polygons, and when the gravitation of that axle is to be com-
posed of four wheels. In that case the posterior polygons present near to
cach point a tooth, as it is represented in a, b, c, d, e, f, Fig. 32, which pro-
trudes enough to preserve the steadiness of the movement of the pedivell
with that of the axle of the polygons. The pianelles present to the teeth a
corresponding hold, as represented in a, e, i, o, Fig. 87. The second method
consists in placing the dominant upon an axle independent of that of the
polygons; in that case the pedivelle is along the middle line cogged. The
dominant gears with these teeth directly on the one hand, whilst on the other
it gears with the intermediate cogged wheel. Both these methods have their
advantages, but I generally prefer the latter.
Fig. 46 shews this method. G, F, is the
with the pedivelle A, B, C, on one hand, and with the intermediate cogged
The dominant is mounted on an axle, turning
wheel H on the other.
dominant, which gears directly

page_text: between apparatuses of gravitation, composed of 4 wheels, arranged in the
frame with the respective couplings. The intermediate cogged wheel is
placed upon an independent axle, which turns between the respective appa-
ratus of gravitation and couplings. These apparatuses are arranged in the
frame. Upon this axle is mounted not only one intermediate wheel, but
a gradual series of intermediate wheels, which I call fusoid. This name
is derived from the form which the whole series precisely attains, the grada-
tion of diameter, and number of cogs of the different wheels of which it is
composed. The different wheels are in proportion to the different numbers
of revolutions per minute that cach of them is to perform. The fusoid,
by means of the different cogged wheels of which it is composed, is
intended to convert the number of the holes for each minute of the
dominant into as many of the different numbers, more or less, in proportion as
their gradations of velocity desired to be transmitted. According to these
gradations of velocity that are to be transmitted, the number of teeth that are
to be formed on each cogged wheel, in particular of the intermediato fusoid
and its diameter, are to be calculated.
In the same manner there is arranged on the impulsive axle, not one cogged
wheel only, but a series of cogged wheels, in number corresponding, and in
gradation inverse, to the wheels of the intermediate fusoid. I call this second
of cogged wheels, and distinguish it from the intermediate fusoid by the name
impulsory, from the name of the axle to which it belongs.
Between the intermediate fusoid and the impulsory fusoid I have a space
which I intend for the play of the pinions or cogged wheels, of mere transition,
which I call gearers (engrenurs). The gearers gear into or put out of gear
by two fusoids, at the pleasure of the conductor,-who-in-this-manner-establishes
or interrupts the communication between the two fusoids.
Each cogged wheel of the one of the fusoids is arranged with each cogged
wheel of the other fusoid on one same respective straight line, in such order
that the cogged wheel of the greatest diameter and of the greatest number of
cogs of one of the fusoids is upon the same line, and may be put in com-
munication with the cogged wheel of the least diameter, and of the least
number of cogs of the other fusoid. In this manner to the largest wheel the
smallest one corresponds, and the others reciprocally by order in proportion.
I call each couple of cogged wheels that correspond with each other in the
two fusoids, as I have just explained, cogged couple. I put into gear by means
of the respective gearer any one of several cogged couples of which the
fusoids are composed, according to the different vehicles I wish to obtain,
calculated according to the corresponding number of turns per minute that

page_text: the two wheels of the cogged couple transmit to each other. The conductor
operates upon the gearers at pleasure.
By means of these gearers he establishes or interrupts even suddenly the
transmission of the motion between the pedivelle and the impulsory wheel, the
latter being, in the same manner as all the bearing wheels of the train, furnished
with cross holding breaks, which may be stopped even instantaneously with
all the bearing wheels of the train, while the pedivelle may ineffectually
exhaust the remainder of impulsion with which it might still be animated.
A partition is placed between the pedisell and the apparatus of transmission,
so as to protect the latter from the access of any extraneous matters that
might pass through the joints of the piannelles; the cogged wheels moisten
themselves in recipiends filled with oil.
The fusoids may be composed of a number of corresponding cogged couples
to as many different gradiations of velocity required; but I construct cogged
couples for any reasonable degree of velocity whatever, to be substituted at
pleasure on the fusoids. It is for that reason that I generally prefer to limit
to about the number of six, that is, three for each arm of the impulsive
wheel, the cogged couples with which the fusoids are always provided; but I
provide as a reserve any remaining reasonable number of cogged couples
required for any given velocities, which may always be substituted at pleasure
to the others on the fusoids.
As by means of the fusoids the apparatus of transmission converts the
invariably uniform action of the pedivelle into the degree of velocity required
it follows that it permits of the animal mover being made uniformly to proceed
at a walking pace; this affords the double advantage that more force is
exerted, and endures for a much longer period.
Letv be the given velocity per minute, or the number of miles that the
impulsory is caused to perform in a minute; p, the rate of the pianell; n, the
number of sides of the polygon; P, the number of miles that the animal
employed walking at its ordinary pace performs in a minute; C, the circum-
ference of the impulsive wheel: the application to each other of the cogs,
between the two wheels of the cogged couples, corresponding to the given
velocity, will be, 1=
In
Figure 39, F, the axle of the intermediate fusoid turning between the appa-
ratus of gravitation; P, the intermediate cogged wheel; Q. the gearer.
this Figure the dominant is placed upon the axle of the posterior polygons J.
Figure 41 and 42, an arrangement that represents the cogged wheels of the
apparatus of transmission. A is the dominant; B, the intermediate cogged
wheel; C, the gearer; D, the impulsive cogged wheel; E; F, G, the lever

page_text: bearing the gearer. This lever is put into operation by a counter lever I, H,
moveable upon the fulcrum I, in the same manner as the car or excentric of
the cross catching breaks.
Figure 43, arrangement which the fusoids exhibit. C, D, E, F, G, H,
cogged wheels of the impulsive fusoid, mounted upon the impulsive axle A, B;
C, D, E, F, G, H, wheels of the intermediate fusoid, mounted upon independent
axles I, J, and K, L; M, N, axle of the posterior polygons, which is also to
bear a dominant on cach side.
Figure 50, Sheet 8, an arrangement of the fusoids when the intermediate
fusoid is borne by only one axle. The diameter of the gearer is determined
by the distance between the two fusoids. Between the pedivelle and the feet
of the animal mover I arrange a raised floor, which I call a pedirest; it
is composed of piaunelles, overlapping each other, like those of the pedivelle;
it is with the intent of affording a firm footing, independent of the pedivelle,
upon which the animal mover may remain at rest, whilst the pedivelle may, if
required, uninterruptedly continue its rotary motion. The pedirest is moveable
by means of a backward and forward motion, which is imparted to it between
the two lateral grooves formed in the partitions. When the pedirest is in
motion under the animal's feet, it is scarcely sufficiently raised from the
pedivelle to prevent the latter from being obstructed in its operation. When
the pedivelle is not to be in operation, it is withdrawn, and remains in the
inferior corner of the head of the collocation. I call this corner the corner
of the pedirest. There the arrangement of the collocation shews the space
necessary to admit of the pedirest remaining there, but always in readiness
to slide (by the operation of the conductor) between the grooves towards
the feet of the animal, whose progress it is intended to stop. To effect this
object the conductor puts into operation an apparatus, which I call the
claws of the pedirest, by means of which the latter catches the pediville
in a temporary manner, which drags it in its motion, until the pedirest,
having arrived at the feet of the animal, the latter may get upon it as upon a
low step; as soon as the pedirest has been surmounted by the animals, the
claws are unfastened, and the pedirest stops and remains stationary. The
length of the pedirest is equal to the length of the space that the number of
animals may occupy; there is one for each pedivelle. The pedivelle may be
put into operation at any period during a journey, whatever may be the rate of
travelling; because, at whatever rate it may be moving, the pedivelle always
proceeds with the uniform slowness of the animal employed to be allowed to
rest, whilst the remainder may continue to walk on the pedivelle and work
the machine; but especially it permits the interruption of the contact of the

page_text: pedivelle with the animal's feet, which by accident might fail him during
one of them might be unable to work, in order that the
the journey, or
remainder of the animals might freely continue the journey.
The impulsory is essentially preceded by a vehicle with two wheels, which I
call the pilot. The remainder of the train is to be attached behind.
Figure 45, Sheet 8, elevation of the impulsory, preceded by the pilot and
followed by a posterior train; Figure 46, plan of the same. On the anterior
side of the mover bearer A, D,'there proceeds from the four points, where its
two exterior planes and its two interior planes meet, as many arms A, B, C, D,
which I call the roots of the rod of the impulsory. The latter are united
in one single arm E, F, which I call the rod of the impulsory. The roots of
the rod, starting from the porte moteur, describe, before they arrive at the rod,
an arch A, B, C, Figure 45, which I call the passage of the pilot, because
it gives place for the passage of the wheels of the pilot in their conversions.
As soon as it arrives at the rod, the two extremes A. I K, DJ K, Figure 46,
of the four roots are joined at the precise middle K of the rod E, F, and
the two intermediate BGE, CHE, are joined upon the one E of the two
extremities of the rod which is nearest to the impulsory. In the highest point
of the passage of the pilot I arrange for greater strength the two lateral
couples of the roots; by means of connecting arms I, G, H, J. The rod E, F,
will become the diameter of a circle C', C, C, C, which I call the fore feet of
the impulsory.
Figure 48, fore foot; Figure 49; socle; Figure 47, front of the pilot
attached to the compulsory. A, A, the fore foot; S, S, the socle. Through
the centre of the fore foot and the socle, united concentrically, there passes
a pin that keeps them so united that the one that is underneath, which
belongs to the pilot, namely, the socle S, S, Figure 47, may be joined in a
secure manner with the pilot, with which it forins one body, a movement of
conversion in every horizontal direction around the same centre, whilst the one
that is on the top, that is to say, belonging to the fore foot A, A, remains
immoveable with the rod of the impulsory." The socle is presented by the pilot
horizontally with the centre, situated upon 'the same straight line that passes
through the centre of the apparatus of the axle. The fore foot is presented by
the rod of the impulsory in a corresponding position. The rod becomes con-
nected with the fore foot by the two extremities E and F, Figure 46. The
fore foot receives the rod by the assistance of the two respective pads:

page_text: суппаста,
WHICH
friction in the movements of the parts. In this manner I arrange the attach-
ment of the whole posterior menattrite train.
FUNCTION OF THE CROSS-HOLDING BREAKS AGAINST CONCUSSIONS.
The cross-holding breaks, by which all the wheels of the train that come in
contact with the ground are furnished, are put into operation in such manner
as to essentially take hold of the latter before the former, that is to say, before
the velocity of the anterior trains has been stopped that of the posterior trains
is essentially arrested. It is thus (provided the conductor do his duty) that
neither the impulsory nor any anterior train whatever can be subject to
receive a shock from the posterior train, because I preferably retain the
velocity of the posterior train by tightening their breaks, and thus rendering
it rather retardatory that propelling. It is to this system I am indebted for
the advantage of being enabled to contrive the posterior attachment in the
precise manner I have just described.
E and F, Fig. 45, the breaks of the impulsive wheel, put into operation
by the axle G, F, which is operated upon by the single lever I, towards the
conductor; J, the lever of the pinion, which gears with the cog E, which
puts the see-saw of the collocation into operation; D, lever of the pinion of
the diadem; T, ditto of the pole.
From the plane of the impulsory descend to the ground two wheels, that I
call succursale; they are made in the same manner as the little intermediate
I do not
wheel of a charriot that are commonly seen upon ordinary roads.
intend them always to touch the ground, but to be in a position to be made to
touch it when necessity requires it, in order that each of them on its part may
offer to the impulsory the temporary support which might be useful to it in
accidents on the journey. The two succursals are parallel and situated on the
same straight line with the impulsive wheel. Each one is arranged with
apparatus of gravitation, composed of one wheel, which is gravitating, to
which is annexed a little cushion for securing the axle. The apparatus is
supported by an independant framing, which I call framing of the succursale.
The latter is connected with a lever, which, by being operated upon by
the conductor, can put in action the succursale, or withdraw it from action.
Upon railways the diameter of the succursale may be of little importance,
as shewn at a, b, c, Fig. 45, which is about to have a hold on the rail; but on
ordinary roads I prefer making the succursale of the diameter of the bearers of
the train.
Fig. 51 represents one of the latter succursals D, E, F, opposite the impul-

page_text: sive wheel, represented by the line A, B, C; G, H, gravitante of the succur
sale; I, J, framing of the same; K, lever producing the motion of the
succursale.
Every train intended to convey passengers and merchandize opens the way
with a cutter annexed to the pilot F, F, F, Fig. 45 and 46.
In the construction of the cutter I usually conform to the following
principles-I consider the air as a space filled with matter, and I consider
the train as a body which is to penetrate through this matter; that being
assumed, I propose two distinct and essential objects; first, that of cutting the
air; second, that of furrowing it, in order to open the way for the train
through the atmosphere. Correspondingly with these two objects I adopt two
laws. I deduce the first of these laws from the wedge of the woodcutter;
acording to this law, I propose to cut the air by so arranging the train that
the pilot should present an acute point, like a wedge, and gradually increase
its volume on each side, until it has attained the perimeter of the body that
is to penetrate into the air. I deduce the second law, of the principle that
a body that is in a space filled with any matter whatever can only advance
by displacing the matter with which the space to be occupied is fitted.
To effect this displacing in an appropriate manner, I propose to displace it
on both sides, in order to open the way in the middle, in the same manner as
a furrow, leaving a space for the free penetration of the train. I apply them
in the particular case with more or less convexity, or more or less furrowing,
in proportion to the bulk of the train and the velocity with which it is to
travel. Whilst in the shape of the cutter that part which relates to the
cutting is found by the direction of the train, I take care, in regulating
the part that relates to the furrowing, to take into account the nature of the
medium through which the cutter is to pass. Such are, first, the medium of
the air for land locomotion; second, the medium of the water for navigation;
third, the medium of the soil for the way of the plough, because I also con-
struct the latter in the form of a cutter. In land locomotion, I endeavour that
the position of the form of the cutter, relating to the furrowing, besides its
sweeping the air on both sides, it leaves also a convenient space for the
gravitation of the atmosphere; because a train travelling upon the surface of
the soil represents a body travelling in the bottom of a reservoir filled to a
certain height with water, which in its turn represents the atmosphere which
gravitates upon it, a part of which it displaces in its progress. In navigation,
I make the prow of a boat in the form of a cutter, in conformity with the rules
I have just explained here, while the cutting part is prolonged, in the same
manner as a knife, under the boat, lower that the bottom of the boat itself; the

page_text: displacing it on both sides.
EQUIPAGES AND CARRIAGES.
Of persons or things to be conveyed, some are placed upon the pilot and the
remainder upon the posterior train, with the exception of the portion that it
might be thought advisable to place upon the impulsory itself. In equipages
and carriages intended for luxury, or for the conveyance of a few persons,
without extraordinary velocity, I suppress the posterior train as well as the
cutter, which then becomes superfluous. The passengers take their places in
the pilot, which I convert into the form of a vehicle. Here the persons con-
veyed precedes the person of the conductor, as well as the animal movers, that
are placed upon the impulsory; thus the menattrite equipage travels upon
three wheels. The respective points of contact of these three wheels on the
ground form the corners of an isoscles triangle.
APPARATUS OF DEPARTURE.
For trains intended for the regular service of great lines of communication,
especially of railways, and at great velocities, I establish in every place of
departure where it is convenient a special apparatus, to remain annexed to the
locality of departure. I call it the apparatus of departure. It consists of two
distinct parts. The first is simply a system of machinery, similar to that by
means of which loaded carriages are commonly weighed. I prescribe as many
machines, or, in fact, a system of as many distinct machines, as there are wheels
in the train. The object of them is to exhibit distinctly the gravitation upon
the ground of each of the wheels of the train. Provided I obtain the object of
knowing, upon satisfactory authority, that the gravitation of the load of the
train is distributed amongst the wheels in the proper proportion, I adopt any
system of weighing upon the precision of which I can depend. The second
part of the apparatus of departure simply consists in an inclined plane. From
this inclined plane I cause the train to be precipitated when it is to start,
except when any exceptional circumstances of locality would otherwise not
afford the various conveniences. I prefer forming the inclined plane of wood
rather than masonry, and so to contrive it as to be able to take different
degrees of inclination, with a view of precipitating the train in a greater

page_text: CONVEYANCE BY WATER.
First, I make the prow of the boat in the form of a cutter, according to the
principles I have described, even without sails, and without any necessity for a
helm. I propel the boat by means of a wheel at the stern, which I call the
stern wheel; it occupies the whole breadth of the stern; it is mounted on or
furnished with apparatuses of gravitation. The framing is borne by arms
which extends from the stern of the boat; they are arranged in such manner
as, by the action of the person who directs the working or course of the boat,
first to be raised to a level at pleasure to bring the stern wheel nearer to or
further from the water, and consequently cause it to dip more or less, as
occasion requires; second, to vary at pleasure the horizontal line of the wheel
in the stern, by causing it to pivot on its centre, and therefore cause the boat
to converge in every direction at pleasure.
In the system of propelling the boat, by means of lateral wheels, coupled
according to the system adopted by me, with or without the stern wheel, I
besides make the wheels of each couple independent of each other by means
of the apparatus of the axles. This apparatus, by permitting the two wheels
of the same couple to turn in a reverse direction from each other, admits of
the suppression of the helm, because by this means alone a boat may be made
to execute any conversion or change of direction that may be required.
I construct the wheels of boats according to the system which I call wheel
with normal vogue paddles, in the following manner:-I make the paddle
moveable upon its wheel. The paddle is composed of two parts, that form
one body; first, the part that dips into the water, which I call the fisher
of the paddle; second, the part that remains out of the water, which I call
the arm of the paddle. The fisher of the paddle is mounted so as to turn
upon the wheel by one of its extremities, which for that reason I call the axle
of the fisher.
The arm of the paddle is an arm that rises from the suspending extremities
of the fisher perpendicularly to the same axle in the lengthwise direction on
one side of the fisher; in general it is about two-thirds the length of the height
of the fisher. At its extremity each of the arms are fastened to the circum-
ference of a circle or ring, moving round in the same direction as the fisher.
This circle is of equal diameter to that of the wheel. I call it the regulator,
because it is that which obliges the paddles to move in a vertical position by
directing the arms. It is made in the same manner as a ring, without spokes

page_text: or axle; because, as I have just said, borne by its circumference alone by means
of as many points as there are paddle arms, which thus divide it into as many
equal segments, when the regulator is in its place it is so situated as to be
eccentric to the wheel by the whole length of the arm of the paddle. In one
point of its circumference the regulator passes between the circumferences of
the two wheels of inferior diameter to its own. One of these two wheels is
situated inside the regulator; I call it the fulcrum; the other is situated outside,
and I call it the counter fulcrum. The point of their common contact is situated
on the opposite side to the direction of the arm of the wheel, deviating as little
as possible from 45 degrees below the horizontal line that passes through the
centre of the regulator. The motive power is imparted to the axle of the
wheel. The latter is mounted with apparatuses of gravitation and couplings
to the apparatuses of gravitation, and couplings is also mounted on the fulcrum,
because it is upon it in its rotation that the regulator constantly rests. The
counter fulcrum is only called upon to afford an accidental support to the
regulator, namely, that it operates only in the backing movement. I use it
with simple friction parts, and form it of inferior dimensions to those of the
fulcrum.
Sheet 9, Fig. 1, represents this wheel with normal vogue paddles, seen on
the side of the boat; Fig. 2, the same, point view. In order to diminish
in the progress of the boat the resistance of the air against the paddles, not
less than the beating proceeding from the waves, I construct the fisher
of the paddle in the same manner as a sash or window frame, with four
or more jambs or divisions, according to the dimension of the fisher itself.
I also call this form of paddle sash paddle. The sash is closed when the
paddle is on the point of dipping into the water, and open when it comes
out. Table 8 represents this kind of paddle. Fig. 2 is the closed paddle, of
which Fig. 1 represents the top view. A, B, is a horizontal lever, moveable
around the point C, which is its fulcrum, arranged on the axle of the fisher.
This lever is joined to the sash, and moving round upon D. The two extremi-
ties A and B of the lever are each furnished with a small cylinder. When
the paddle has just come out of the water, the one of the two cylinders that is
towards the exterior of the wheel meets with an obstruction i, i, which I call
the porter, attached to the body of the boat, which obliges the lever to describe
a quarter of a circle, and thus to open the sash of the paddle. The opposite
cylinder meets a similar contrivance on the opposite side of the wheel as soon
as the paddle presents itself to enter into the water, which produces the
opposite effect, namely, to close the sash.
Finally, to cause the wheel to slip more or less, according to necessity, I

page_text: adopt two methods; the first consists in so arranging it, that the whole wheel
may be capable of being raised or lowered by means of the raising or lower-
ing of its axle, as I have already described; the second consists in rendering
only the fisher of the paddle capable of being raised or lowered. This
method is shown by Fig. 2, Sheet 8, where the shaft of the fisher E, F, is
fixed to the fisher in the places c and f of two jambs or divisions of the sash,
by means of screws, which may fix the axle more or less above or below
throughout the whole latitude of the grooves G, H, and I, K.
As regards the motive power of boats, I apply the apparatus of the colloca-
tion and the pedivell, which I have described in the impulsory, in order to be
enabled to employ animals for motive power.
In the system of employing the steam engine for motive power, I apply the
apparatus of transmission described in the impulsory, in order to be able to
convert the action of the motive power in a greater or less degree of velocity
at pleasure. The pistons of the steam engine are applied so as to cause any
number of revolutions to be performed per minute by the dominant, whence,
by means of cogged couples, this number is converted to the different number
of revolutions per minute required in the apparatus.
Having now described the nature of the Invention, and the manner of
carrying the same into operation, I claim the construction and application of
the apparatus to menattrite locomotion generally, and also severally and in
particular,―
First, the construction of apparatus described, which I call the clastic
bearing wheel, applicable to land locomotion.
Secondly, the construction of apparatus described, and which I call the
normal vogue paddles, applicable to the propulsion of ships and other vessels
upon water.
Thirdly, the construction of apparatus described, which I call the apparatus
of gravitation, applicable to locomotion for conveyance upon land, and the
propulsion of vessels upon water, as also to the shafts and axles of machinery
generally.
Fourthly, the construction of the apparatus described, which I call the
free axle, and its application to the effect and purpose herein-before set forth
and described.
Fifthly, the construction of apparatus described, and which I denominate 3
the porte motem or mover bearer, and applicable to locomotion and all other
purposes of motive power, as hercin-beforo set forth and described.
Sixthly, the construction of apparatus described, which I denominate the
apparatus of collocation, by which the power of animals may be made to

page_text: operate, whether for the purposes of locomotion, or the production of motion in
machinery generally, in the manner described.
Seventhly, the construction of apparatus, which I call the apparatus of
transmission, for the purposes and interests herein-before set forth and
described.
Eighthly, the construction of apparatus, which I call the pilot, applicable to
machines or vehicles to be used in locomotion, in manner and for the purposes
herein-before set forth and described.
Ninthly, the construction of cross catching breaks, and their application to
machines or vehicles to be used in locomotion.
Tenthly, the arrangement and construction of the cutter, applicable to
locomotive carriages and vehicles, as herein-before described.
Eleventhly, the propulsion of ships and other vessels upon water by means
of a stern wheel with normal vogue paddles, as herein-before set forth and
described.
In witness whereof, I, the said John Miller, have hereunto set my hand
and seal, this Thirteenth day of December, in the year of our Lord
One thousand eight hundred and forty-eight.
JOHN (L.S.) MILLER.
Enrolled the Thirteenth day of December, in the year of our Lord One
thousand eight hundred and forty-eight.