CERTAIN IMPROVEMENTS IN CARRIAGES, WHICH.. ARE ALSO APPLICABLE IN WHOLE OR IN PART TO OTHER MACHINES
Year: 1850

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JAMES,
Rock, junior, of Hastings, in the County of Sussex, Coach Builder, send.,
greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her.
Royal Letters Patent under the Great Seal of the United Kingdom of Great.
Britain and Ireland, bearing date at Westminster, the Ninth day of November,..
One thousand eight hundred and fifty, in the fourteenth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the
said James Rock, my exors, adiñors, and assigns, Her especial licence, full.
power, sole privilege and authority, that I, the said James Rock, my exors,
admors, and assigns, or such others as I, the said James Rock, my exors,.
admors, or assigns, should at any time agree with, and no others, from time to
time and at all times during the term of years therein expressed, should and .
lawfully might make, use, exercise, and vend, within England, Wales, and the
Town of Berwick-upon-Tweed, and in the Islands of Guernsey, Jersey,.
Alderney, Sark, and Man, and in all Her said Majesty's Colonies and Planta-,
tions abroad, my Invention of "CERTAIN IMPROVEMENTS IN CARRIAGES, WHICH..
ARE ALSO APPLICABLE IN WHOLE OR IN PART TO OTHER MACHINES;" in which
said Letters Patent is contained a. proviso that I, the said James Rock,,
shall cause a particular description of the nature of my said Invention, and in
what manner the same is to be performed, by an instrument in writing under

page_text: my hand and seal, to be inrolled in Her Majesty's High Court of Chancery
within six calendar months next and immediately after the date of the said in
part recited Letters Patent, as in and by the same, reference being thereunto
had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
James Rock, do hereby declare that the nature of my said Invention, and
in what manner the same is to be performed, are fully described and ascer-
tained in and by the following Specification thereof, reference being had to the
Drawings hereunto annexed (that is to say) :-
Firstly, my Invention has relation to that class of carriages which are
made with moveable or shifting heads, in order that they may be used some-
times open and sometimes closed, and to the modes of throwing open or
shutting up such carriages, and to the forms most proper to be given to the
fixed and other parts of the same. By the term "head" I mean all that part
of the carriage which is above the elbow line. A principal object in the
improvements embraced under this head of my Invention has been to form
the moveable or shifting parts above or on the elbow line of such shapes that,
by the leaving out of some or substitution of others, the general form or
appearance of the carriage may be varied to a much larger extent than has
hitherto been practicable.
Figure 1 of the annexed Drawings represents the body of a carriage of a
common and usual design. Figures 2, 3, 4, are moveable head parts, which
may also be of any other suitable lines or curves, and which being fitted upon
the body shewn in Figure 1, give it the appearance represented in Figure 5,
where the original elbow line is shewn by the dotted line a, b. Figure 6 shews
an entire moveable head, and Figure 7 shews' the head Figure 6 in its place
on a body of the shape represented by Figure 1, the lower line of Figure 6
and the upper line of Figure 1 being similar or coincident. Figure 8.exhibits
one of the appearances which a body like Figure 1 will have when the lower
line of the head Figure 6 is made dissimilar from the upper line of the body
Figure 1. Figures 9 and 10 represent moveable folding heads, door-top pieces,
and front elbow picces, all or any of which may be adapted to a body of the shape
shewn in Figure 1, andt he appearance there of varied accordingly, as exemplified
in reference to Figure 9 by Figure 11. Figure 12 represents a body of that
description of carriage called a "dioropha," fitted with a moveable canopy;
and canopies of this description may be also applied to bodies constructed with
noveable elbow pieces, or with one or more moveable heads, as shown in previous
Figures. Figure 13 shews the manner in which the hinder part of the canopy
head may be closed when required. The panels a, b, c, which are drawn in per-

page_text: spective, and may be either separate or united by hinges or otherwise, are to
be made to fit into grooves formed in the lower part of the canopy roof C,
Figure 12, and rebated at their lower edges to shut down over the upper
edge of the body, so as to exclude wet. I support these canopy heads by
means of pillars or rods, and I make the roof or covering to roll or wind
upon a roller passing over the centre of the body from back to front.
Figure 14 is a back view of part of the same. A, A, in both Figures 12
and 14 are the pillars; B, the covering, and C' the roller. In the case of
carriages such as the dioropha the plan which I find most generally suitable is
to make the under lines of each head and its appendages different from those
of the other, and to provide a separate set of elbow and door pieces to put on
when the carriage is to be used without either head. I am thus enabled to
make one carriage serve the purpose of three carriages, that is, first, a close
carriage; second, a half-headed or barouche carriage, and 'third, an entirely
open carriage. I also provide moveable elbow and door pieces to complete
the elbow line of an open carriage, when such carriage is furnished with a
moveable head or heads, irrespective of any change of curve in the said
elbow line.
Another method by which I make the bodies of carriages open or close as
may be desired is represented in Figure 15. Instead of taking off the whole
of the head of a close-bodied carriage as if it were one piece, as before
described, I make the roof with hinges or joints, so as to fold backward upon
the hind part of the head, which I then remove with the roof attached. When
it is required to make the parts removed more convenient for stowage, I make
the upper quarter and the back panels with hinges, joints, or other fastenings
so as to permit of their being folded up compactly, as exemplified in Figure
16. In some cases I remove or take off the whole of the roof by itself, and
the hind quarters and back panels by themselves. I also sometimes make the
parts occupied by these panels of leather, so arranged as to fold in the same
way as the corresponding parts of a laudaulette. The mode of disposing of the
glasses and pillars (where necessary) is as follows:-I form a recess in each
hind quarter of the head capable of receiving the door glass and the front
quarter glass of the corresponding side of the carriage either together or
singly, so that when the head is removed, as before described, the side glasses
may go with it. The front glass or glasses is or are made to let down into the
body, as also the hind glass or panel.
.
Figure 17 is a cross section of the front corner pillar of the carriage repre-
sented in Figure 12, showing the grooves to receive the side and front glasses.
Figure 18 is a sectional view of the door and standing pillars. a is the

page_text: standing pillar; b, inner part of door pillar; c, outer part of same; and d, groove
for the glass frame e to pass through. I make the pillars of iron or other
metal in the case of close carriages in order that there may be less to obstruct
the view from the interior than when wood is employed, and in such car-
riages I also cause the front quarter glasses to slide backwards into the hind
quarter, or to drop into the doors, the door pillars being grooved to admit of
the same.
Secondly, my Invention has reference to the method of turning or locking
carriages, and consists in using a spring or springs, instead of or in combination
with the centre pin.or perch bolt generally used, to enable a.carriage to turn
round a corner or change its course. Figure 19 shows one method of car-
rying out this plan. A, A, are the hind wheels; B, B, the front wheels; C
a spring perch connecting the two axles, which is united to the front axle at
D by a centre pin or perch bolt, and rigidly fixed to the hind axle at E.
Figure 20 shows another method of using springs to facilitate the locking
of carriages. A is the front or spring bed of a crrriage; B, B, front springs;
C, wheel plate; D, a piece of wood or iron framed in transversely to the
spring bed, and made to hock over the wheel plate, so as to keep the carriage
steady. E, the draught spring, which is fixed to the body, and is in this case
represented as a spiral spring. The front wheels being moved towards either
side, the outer or convex side of the spring bed traverses, the corresponding
piece F, which is fixed to the body, whereby the draught spring is pulled out
as indicated by the dotted lines.
Thirdly, my Invention has relation to the steps of carriages. My first
improvement herein consists in placing a connecting rod between the two
treads of a double step, so that when either of the treads is moved by the hand
or otherwise the other tread is moved simultaneously, and both are shut up at
the same moment instead of successively, as in the ordinary folding step.
Figure 21 shows a side view of a step with a single stem made in this manner.
A is the stem. B, the upper tread jointed to A at b. C, the lower tread
jointed to A at c; and D the connecting rod. The dotted lines show the
position of the step when partly opened. By making the lower joint of the
step a certain distance above the lower tread, the tread is thrown lower when
the step is opened than it would be if it were attached at the joint. When it
is required to make these steps open and shut with the door of the carriage
I lengthen the back part of the upper tread, as shown by the dotted lines,
Figure 21, or attach a small lever to it, to which I sometimes add a weight w,
to balance the weight of the tread, and then, by means of a vertical rod x, I
connect the tread to the crank apparatus generally used for opening and

page_text: tread and throws it down.
а
shutting a step with a single tread. Another form of self-acting step is shown
in Figure 22. A is the step and tread, jointed at B. C, a lever, curved or
otherwise attached to the hinder part of the tread: D, a catch rod, which
may be a spring if requisite, attached to the door of the carriage at E.
When the door is opened the lower end of the catch presses against the
When the door is closed it presses against the
lever C and throws the tread up or "shuts" it. Figure 23 exhibits
another mode of making the steps of a carriage self-acting. A is the step
shown open or down. B, a toothed segment attached to the body of the
carriage. C, a rod which connects the lever of the segment with the door. D.
a pinion wholly or partly toothed, and fixed to or forming part of the stem of
the step. When the door is opened it draws out the rod C, which moves the
toothed segment, and tliat again moves the pinion and throws out the step, as
shewn in the Figure; when the door is closed it reverses the motion. The
dotted lines shew the step partly thrown back. Figure 24 represents
plan for enabling a person on the driving seat of a carriage to open the door
or doors and put down the step or steps without alighting for that purpose,
these separate operations being performed simultaneously or separately at
C, the step. D,
pleasure. A is the body of the carriage. B, the door.
driving seat: E, a lever, shewn more clearly in the front view, Figure 25,
and the plan, Figure 26. This lever. (E) has a branch or another lever bolted
to it nearly at a right angle, and turning on a bearing F, which is fixed to the
bottom side of the carriage, at or near to the centre line of the door hinges,
which branch lever is fixed to the bottom of the door. The dotted line G, G,
shews the direction of a line of cord or chain, or a series of rods passing from
the end of the lever E to the driving seat. By pulling this cord, chain, or
series of rods in the direction of the arrow, Figure 26, the lever E is drawn
into the position shewn in that Figure, which represents the door partly open,
as it would be placed by the motion of the lever, now being described. By
further motion in the same direction the door may be thrown quite open. In
order to close it, and if rods be used, it will be simply necessary to reverse the
motion, but if cord or chain of any kind be employed it will be necessary to
have another line H, by pulling which the lever E may be drawn backward
and the door closed. The manner in which the door may be fastened or
unfastened is shewn at I, Figure 24, or on an enlarged scale in Figure 27.
In this arrangement the bolt of the lock, instead of being placed in the door,
as usual, is placed in the standing pillar or jamb. J is the bolt. K, a spring
to keep the bolt projected into the doorway. L is a pin or staple by which the
bolt may be drawn into the pillar and thus detached from the door, this

page_text: of thickness diminishes towards the point of the spring, and is scarcely or not
at all observable as the rib approaches the vanishing point. The same objects
which I effect by varying the height of the rib I also effect, though not so
certainly, by varying its width in the manner shown in Figure 31.
When a
very easy spring is required, I leave a larger portion of the spring towards the
ends flat, that is, without any rib, as shown in Figure 36.
Fifthly, my Invention has relation to omnibuses or carriages for public
conveyance, and embraces the improvements in the construction thereof repre-
sented in Figure 37 (a plan), and Figure 38 (an elevation of the hinder part).
First, in order to give more width inside for the ingress and egress of pas-
sengers, I make the sides of the body without the inner casing boards generally
used, and arrange the upright pillars A, A, in such manner as to divide the
seats or recesses B, B, for the passengers, giving to each one the full space
directed by law to be given, and I make the glass frames to slide horizontally
on the outer side of the pillars. Thus a space equal to the breadth of the
pillar is gained on each side of the body, amounting in the whole to from
three to five inches, in some cases more, and each passenger has his place
indicated by a small recess. Second, I make the hind door C of the body of
an omnibus to open so as to present an equally clear passage to a passenger
from either side of the street. This I do by causing it to swing round a
portion of a circle from bearings (D), placed at a certain distance behind the
body, and opposite to the centre line of the omnibus, that distance being about
equal to the width of the doorway, so that when I connect the upper and
lower bearings by means of a vertical rod or pillar (of iron or wood) there
may be sufficient space between that rod or pillar and the body for the
entrance of the passenger, the door being swung open for that purpose. Or the
door way be made to draw straight back and quite clear of the doorway and
steps, by making it run out on rails projected from the back of the carriage; and
in either case there should be a footplace for the conducter to stand upon imme-
diately behind the rod, or pillar, or framework, as represented in C¹ in Figure 38.
Third, I frame the body, when made with round corners, of a piece or pieces
of bent timber about four or five inches broad, and an inch more or less in
thickness, placed horizontally, with pannels of iron between, which connect
the side with the hind door pillars. Thus I dispense with the usual corner
pillars, and give the body great strength as well as obtain more room inside.
Fourth, to improve the ventilation I leave an open space along the middle
of the roof under the roof seat, and I form an aperture in the front part of the
body to admit the air as the carriage goes along. These apertures I cover
with perforated zinc or wirework.
I also in some cases cover the ventilating

page_text: in the manner above described, with their concave sides inwards, and I fill up
the concavity with gutta percha, or other soft substance, to prevent vibration
and exclude wet. By this arrangement a kind of hollow tube with side
flanches is formed, calculated to resist forces acting upwards as well as
downwards, but as the force will in practice generally be in excess down-
wards, it is necessary to draw or thin down the ends of the auxiliary plate,
in order that it may always keep close to the main plate and not " gape
when under pressure. In springs of this kind I call the plate or leaf upon
which the eyes or other fastenings are formed the "principal" plate, and the
other I call the "auxiliary" plate. Figure 32 represents one of these springs
in its complete form. A is the principal plate or leaf. B the auxiliary.
Figure 33 is a cross section of the same on the line a, b, where the rib is deepest.
When very great strength is required I double either the principal or auxiliary,
or both, according to the strain to be resisted. Figure 34 is a side view of a
spring made with two principal plates and two auxiliaries, and Figure 35 a
cross section of the same at or near the centre. The form of rib most suitable
for these improved springs is founded on the following considerations :- In
consequence of the nature of the work performed by springs rigidly fixed to
bearings or blocks at a certain part or parts, and free to move at all other
parts, it is requisite, to ensure a proper degree of strength, that they should be
almost wholly inelastic at the part where they are fixed to their bearings.
Since, therefore, in the improved spring the strength is given by the tapering
rib and not by the number of plates of varying length, I make the rib
higher (that is with a greater versed sine), at the bearing place than elsewhere;
and in order that the other part of the blade may not be so stiff as to master
the part where it leaves the bearings, and cause the spring to break at that
point, I diminish the height of the rib somewhat rapidly from the bearing
towards the point of the blade through about one third of the distance, then
continue the rib another third at a less rapid rate of diminution; and for the
remaining third, with the exception of a small space near the point, which is
quite flat, I diminish the width of the rib so as to cause it to terminate
in a point; I mention this division of distance to give an approximate idea of
the form which I use, but without intending to restrict myself to these exact
limits. Before the spring itself is bent or curved the rib appears (when viewed
in longitudinal section) as a curve of double curvature, as seen at a Figure 30.
Another material point to be noticed in these springs is, that in cross section
at and near the bearing, the rib has a greater thickness at its apex than at its
sides, where it joins the flat parts of the blade, thus giving it greater power to
resist compression at the part where that power is most useful. This difference

page_text: of thickness diminishes towards the point of the spring, and is scarcely or not
at all observable as the rib approaches the vanishing point. The same objects
which I effect by varying the height of the rib I also effect, though not so
certainly, by varying its width in the manner shown in Figure 31. When a
very easy spring is required, I leave a larger portion of the spring towards the
ends flat, that is, without any rib, as shown in Figure 36.
Fifthly, my Invention has relation to omnibuses or carriages for public
conveyance, and embraces the improvements in the construction thereof repre-
sented in Figure 37 (a plan), and Figure 38 (an elevation of the hinder part).
First, in order to give more width inside for the ingress and egress of pas-
sengers, I make the sides of the body without the inner casing boards generally
used, and arrange the upright pillars A, A, in such manner as to divide the
seats or recesses B, B, for the passengers, giving to each one the full space
directed by law to be given, and I make the glass frames to slide horizontally
on the outer side of the pillars. Thus a space equal to the breadth of the
pillar is gained on each side of the body, amounting in the whole to from
three to five inches, in some cases more, and each passenger has his place
indicated by a small recess. Second, I make the hind door C of the body of
an omnibus to open so as to present an equally clear passage to a passenger
from either side of the street. This I do by causing it to swing round a
portion of a circle from bearings (D), placed at a certain distance behind the
body, and opposite to the centre line of the omnibus, that distance being about
equal to the width of the doorway, so that when I connect the upper and
lower bearings by means of a vertical rod or pillar (of iron or wood) there
may be sufficient space between that rod or pillar and the body for the
entrance of the passenger, the door being swung open for that purpose. Or the
door way be made to draw straight back and quite clear of the doorway and
steps, by making it run out on rails projected from the back of the carriage; and
in either case there should be a footplace for the conducter to stand upon imme-
diately behind the rod, or pillar, or framework, as represented in C¹ in Figure 38.
Third, I frame the body, when made with round corners, of a piece or pieces
of bent tiniber about four or five inches broad, and an inch more or less in
thickness, placed horizontally, with pannels of iron between, which connect
the side with the hind door pillars. Thus I dispense with the usual corner
pillars, and give the body great strength as well as obtain more room inside.
Fourth, to improve the ventilation I leave an open space along the middle
of the roof under the roof seat, and I form an aperture in the front part of the
body to admit the air as the carriage goes along. These apertures I cover
with perforated zinc or wirework.
I also in some cases cover the ventilating

page_text: apertures with woven or felted substances, and draw in the air by means of an
air pump, actuated or moved by a rod or rods connected with a crank,
excentric, or spur wheel, or band attached to one of the wheels of the vehicle;.
or I use similar apparatus to draw off the respired air, fresh air being sup-
plied by spontaneous ventilation, or by apertures made for the purpose.
The pin E
I lift off
Sixthly, my Invention consists of certain contrivances whereby, the moveable.
or shifting heads of carriages may be more readily removed or fitted on than
heretofore. I frame the roof with strong hoopsticks, connected together by.
means of one or more longitudinal pieces of timber so placed as to enable me
to fix an eye or eyes at any point between the back and front of the roof that
may be required to balance the head of the carriage when suspended. The.
eye or eyes referred to drop into a recess or recesses formed in the roof so as.
not to present an unsightly appearance on the outside. Figure 39 repre-
sents a top view. or plan of a carriage roof framed in the manner.just
described, A, A, A, A, are the hoopsticks. B, the longitudinal con-
necting pièce to receive the eye shewn in Figure 40, where B represents
the longitudinal piece; C, an iron box let into the timber from the lower side,
and secured by screws. This box receives the eye piece D, which being raised
as. shewn receives the hook and pulley used for raising the head.
prevents the eye piece from being drawn out of the box or recess.
folding heads in a similar manner, strengthening the hoopsticks with iron
when necessary, and balancing the head by means of a counterpoise.
Figure 41 exhibits a method of removing the head of a carriage by means.
of machinery acting from below, that is to say, having its point d'appui upon
some part of the carriage itself, or upon the ground. A is the back part of
the body of a carriage. B, moveable head fitted to the same.
C,.C, two
frames or boxes, which, when put together, may serve to enclose a folding -
head or other carriage fittings. These boxes, which stand upon the ground,
have sliding pieces D, D, which may be raised to any required 'height, and
kept up by means of pins or racks. A piece of wood or iron being then passed
through the doorlight of the carriage, the sliding pieces may be pushed up by
means of levers, screws, or. toothed gear, and the head so removed from the
body; or instead of such levers, screws, or toothed gear, the movement or
apparatiis marked E may be used. This movement consists of three rods or
bars put together in the manner of a double parallel rule. At one end the
two onter rods are provided with rollers, as at F, F, Figure 42, and the middle
rod has a screwed piece swivelled thereto, and is thereby made somewhat.
longer than the other two, the additional length passing through a transverse

page_text: bar containing a screwed nut.
This screwed part being made to turn by
means of a winch causes the outer rods to open or close according to the
direction in which it is turned, the guide bars keeping them parallel, and
the end rollers travelling on the transverse bar which contains the nut.
Seventhly, my Invention consists in the addition to pleasure carriages of
certain appendages or appliances, whereby invalids or infirm persons may
be enabled to enter the same easily, either by their own motion, or
by the help of a person or persons in attendance on them. Figure 43
represents one convenient arrangement for this purpose. A, A, is the
exterior line of carriage. B, B, the step, which may be jointed so as
Figure is shewn as if removable at
when wanted by means of the hook
E is the tread for the person to stand
to fold up if required. The step in this
pleasure, being attached to the carriage
stay C, and one or more screws at D.
on. F, F, two palls, which take into a rack G, and H a roller, which travels
on the back part of the inclined sides of the step. The manner of working
this step is as follows:-The person using it places one foot a little in advance
of the other, then, by throwing his weight on each foot alternately, he produces
an oscillating motion of the tread, which causes the palls to travel up the
inclined rack, the longer pall being kept to its work by a spring or springs
at I. When the tread is required to descend the springs are drawn back into
the position shewn by the dotted line i, thus allowing the longer pall to
assume a perpendicular position when released from the rack, and take the
rack one tooth lower at each oscillation. When the step is to be used by a
person in attendance, the weight to be raised is placed on the extra tread K,
shewn by dotted lines, which is centred to the tread E at L.
then inserted, and the oscillating motion thereby produced.
also be caused by a person standing on the extra tread
upright lever or levers, as shewn by the dotted lines at N, N. Figure 44
is a front view of the step. B, the rack. G, the longer pall. F, the
springs to this pall. I, I, the tread.
lever. M, socket for upright lever. N.
ing step may be made to act with a
of backwards and forwards, and to rise vertically instead of in an
inclined direction if so required. A is a double rack, which may be at-
tached to a carriage. B, a foot attached to the same. C, oscillating tread.
D, D, palls. E, E, springs to keep the palls in the rack. This
arrangement acts by oscillation in the same way as those represented in
Figures 43 and 44, and before deseribed, the return or descending motion
The lever M is
This motion may
by means of an
E, socket to receive the horizontal
Figure 45 shews how an ascend-
motion from side to side instead

page_text: being produced in a similar manner. The machine step for invalids may be
made to work by means of an ordinary rack pinion and winch, or by a chain
or band attached to the tread, and winding over a drum turned by a winch or
lever.
And having now described the nature of my said Invention in the several
parts thereof, and in what manner the same is to be performed, I declare that
what I claim is as follows:-
First, I claim the methods of varying the outline of carriages on the elbow
line by means of moveable fittings of various curvatures, as before exemplified
and described; as also the application to carriages, when their heads are
removed and they are intended to be used open, of elbow and door pieces
adapted to such change of use, as also before explained.
Second, I claim the construction of carriages with canopy heads, having
rolling-up coverings, as before described.
Third, I claim the method of making the entire hinder part of a carriage
head removeable, in combination with a folding front roof, and the auxiliary
arrangements for the disposal of the glasses, as before described; as also the
method of removing the roof by itself, and the quarters and backs by themselves,
as before described.
Fourth, I claim the use of a spring or spring perch to enable a carriage
to turn or lock, instead of or in combination with the ordinary centre pin or
perch bolt.
Fifth, I claim the improvements in the steps of carriages represented in
Figure 21, Figure 22, Figure 23, and Figure 29" respectively, before
described.
Sixth, I claim the method of opening the door or doors and letting down
the step or steps of carriages by means of levers worked from the driving
seat, as represented in Figure 24, and before described.
Seventh, I claim the making of springs for carriages out of flat plates of
steel or other suitable metal, with a central rib of varying thickness or width,
as before exemplified and described, as also the filling (in some cases) of the
concavity corresponding to said rib with gutta percha or other soft substance.
Eighth, I claim the improvements in omnibuses, or other like public
conveyances, specified under the fifth head of this Specification, and before
described.
Ninth, I claim the different contrivances for removing and lifting off or
replacing moveable or shifting carriage heads, represented in Figures 39 and
40, and in Figures 41 and 42, and respectively before described; and,