IMPROVEMENTS IN THE 'SALOON' OMNIBUS AND OTHER OMNIBUSES, THE WHEELS AND SPRINGS WHEREOF, AND MODE OF ATTACHING THEM, BEING APPLICABLE TO OTHER CARRIAGES
Year: 1859

page_text: "IMPROVEMENTS IN THE 'SALOON' OMNIBUS AND OTHER OMNIBUSES, THE WHEELS
AND SPRINGS WHEREOF, AND MODE OF ATTACHING THEM, BEING APPLICABLE TO
OTHER CARRIAGES."
Sealed the 27th October 1859, and dated the 11th May 1859.
PROVISIONAL SPECIFICATION left by the said James Bagster Lyall
and Frederick William Campin at the Office of the Commissioners of
Patents, with their Petition, on the 11th May 1859.
We, JAMES BAGSTER LYALL, of Castle Frome, in the County of Hereford,
Gentleman, and FREDERICK WILLIAM CAMPIN, of the Strand, in the County of
Middlesex, Patent Agent, do hereby declare the nature of the said Invention
for "IMPROVEMENTS IN THE SALOON' OMNIBUS AND OTHER OMNIBUSES, THE
WHEELS AND SPRINGS WHEREOF, AND MODE OF ATTACHING THEM, BEING APPLICABLE
TO OTHER CARRIAGES," to be as follows:-
This Invention consists in rendering the said saloon omnibus formerly
patented by me, James Bagster Lyall, still more convenient by adding two or
more transverse_seats in front of and outside the body, one formed in or close
to the front end of the body, one opposite this, and another with its back to this,
the ascent to which will be facilitated by proper step pieces outside the omnibus
(or reached from the inside of the omnibus by a door and steps), and these seats
should be provided with an awning or covering. The wheels of this omnibus
we thus construct:-We bind the felloes of the wheel together by a band
077

page_text: of iron, which we call the false tyre, then place upon that india-rubber, cork, or
any other elastic substance, and covering it by a case or box of three sides put
on the outer or real tyre in segments of a circle, and fasten it with bolts passing
through the elastic substance and the false tyre to the under part of the
felloes, where it is tightly screwed, but allowing for a slight expansion and
contraction as the wheel rolls. I also adapt this plan in a more simple way by
placing a strip of cork, felt, or other clastic substance between the false and
real tyre, and firmly bolt or fasten it as above described, so as not to allow
of any perceptible movement, but still prevent vibration and jarring to the
wheel. The true or outer tyre will be so placed and screwed upon the elastic
substance and false tyre as to give additional, strength and support to the
joints of the felloes. We attach the wheels to the axle, and the axle to the
body thus: We have spindles passing through an iron bar fixed in or to
the bottom sides containing four small rollers to facilitate the easy working
of the spindles, and we have a box (say 6 inches wide) resting on the axle to
contain the india-rubber balls or cylinders, or other elastic substances: also a
plank (say 6 inches wide) fastened to the bottom, sides, and passing under the
body of the omnibus, & resting on spiral springs, india-rubber balls, or
cylinders containing air, or solid or other clastic substance, likewise a straight
iron rod fixed to the axle, and braced to the fore carriage to diminish the
strain of the spindles on the iron rollers; also a small iron box with rollers for
the spindles to work in with a strong spiral spring or india-rubber buffer;
we shall be able by fastening these springs to the axle in an iron groove, and
sliding them either backwards or forwards to regulate in such carriages as
desirable the weight or bearing on the horse's back, and enable the wheels to
be placed further back, and so gain increased space for entering. The details
above given admit of variation.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said James Bagster Lyall and Frederick William Campin in the
Great Seal Patent Office on the 11th November 1859.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, JAMES
BAGSTER LYALL, of Castle Frome, in the County of Hereford, Gentleman,
and FREDERICK WILLIAM CAMPIN, of the Strand, in the County of Middlesex,
Patent Agent, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Eleventh day of May, in the year of our Lord

page_text: One thousand eight hundred and fifty-nine, in the twenty-second year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto us, the
said James Bagster Lyall and Frederick William Campin, Her special licence
that we, the said James Bagster Lyall and Frederick William Campin, our
executors, administrators, and assigns, or such others as we, the said James
Bagster Lyall and Frederick William Campin, our executors, administrators,
and assigns, should at any time agree with, and no others, from time to
time and at all times thereafter during the term therein expressed, should
and lawfully might make, use, exercise, and vend, within the United
Kingdom of Great Britain and Ireland, the Channel Islands, and Isle
of Man, an Invention for "IMPROVEMENTS IN THE SALOON OMNIBUS AND
OTHER OMNIBUSES, THE WHEELS AND SPRINGS WHEREOF, AND THE MODE OF
ATTACHING THEM, BEING APPLICABLE TO OTHER CARRIAGES," upon the condition
(amongst others) that we, the said James Bagster Lyall and Frederick
William Campin, our executors or administrators, by an instrument in writing
under our, or their, or one of their hands and seals, should particularly
describe and ascertain the nature of the said invention, and in what manner
the same
was to be performed, and cause the same to be filed in the
Great Seal Patent Office within six calendar months next and immediately
after the date of the said Letters Patent.
NOW KNOW YE, that we, the said James Bagster Lyall and Frederick
William Campin, do hereby declare the nature of our said Invention, and
in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement thereof, reference being
had to the accompanying Drawings by the words, figures, and letters marked
thereon and herein-after referred to, that is to say :-
This Invention has reference primarily to improving the construction of
what is known as the saloon omnibus patented by one of us (J. B. Lyall
aforesaid), by fitting the same with the improved wheels hereafter described
(with references to the Drawings Figs. 1 and 2), and with the springs also
hereafter described (with references to the Drawings Figs. 3, 4, 5, 6, 7, 8, 9),
as also with transverse seats added to the body of the vehicle in front thereof
outside the old or ordinary body. One seat or two or more of these seats formed
in or close to the front or-fore end of the body, (see Drawings at-part-
marked a, Fig. 12, 13, 14, 15,) a seat or seats opposite (see Drawing at
b, Figs. 12, 13, 14, 15,) and (if desired) a third seat similar to the ordinary
front outside seat, (sce Drawing at C, Fig. 13, 14,) with its back to the second
mentioned seat, for the ascent to which seat suitable step pieces (see Drawings
at d, Figs. 13, 14, 15,) are provided outside the body, also an entrance from

page_text: the inside of the omnibus by a door, doorway, or opening at the fore end of
the body of the omnibus, (see Drawings at e, Fig. 12,) and which seats may be
protected from the weather by an awning or suitable top, see f in the Drawing
Figures 13, 14, 15,) which top when constructed of sufficient strength, and
suitably arranged with regard to the other parts of the omnibus, might have
seats thercon outside thereof, (as at g, Fig. 15 of the annexed Drawings,) in
which Fig. the lower seats before mentioned are intended to be of no greater
width than the body of the omnibus), and are constructed as shewn at *, so that
the flooring or foot boarding is on a level or nearly so with the floor of the
interior of the omnibus. A rocker (marked *) being adopted, which rises
above such flooring or foot boarding, and over which passengers must step
when getting to these outside seats. These seats may (if desired, except in
the case of the last described arrangement,) be of as great width as the present
front seat outside the omnibus (see plan views, Fig. 12), and the entrance
from the interior of the omnibus may be one step up only (as at Fig. 14), or
may require two or more steps (as at Fig. 13). And it may be desirable to
shorten the old body carrying a less number of passengers inside the vehicle;
and it may also be desirable in winter time to close in the sides by glasses
fitted at each side or end of these seats, and half glass doors or sides fitted
between these seats close to the wheels, in which case the door of communi-
cation, if there be any, between the old body of the omnibus, and these seats
may be taken away, and merely the doorway or opening without any door
left for use; or, if preferred, this door may be closed up altogether for a time.
And in any case in order to avoid too great a draught of air, the ordinary
door at the end of the omnibus should have a much smaller opening left
unclosed than at present, and the door of communication between the old
body and the new part of the omnibus should be hung upon "rising"
hinges, so as to close of itself (though not violently); and as it is unnecessary
that this door should be used by every passenger using the new part, (since
ample provision is made for facilitating the ascent from the outside of the
omnibus,) this door might be brought under the control of the conductor by a
handle placed near him outside the omnibus, which handle would be the
extremity of a lever rod or wire, which by a bell-crank arrangement should
act upon another wire attached to a catch lock on the door of communication,
the bolt of which lock should act very easily, and be nicely rounded off.
And the above-described improvements, it will be readily perceived, are
applicable either combined or separately not only to the saloon omnibus, but
to other omnibuses also; and the wheels and springs, and mode of attaching
them, (especially with regard to the mode of shifting the position of the springs

page_text: and balancing a carriage as hereafter described, being applicable to certain
other carriages, as hereafter set forth.
The foregoing will with the references to the Drawings suffice to describe
the character and arrangement of the seats added to the vehicle together with
their adjuncts, wherefore we now pass to the description of the other improve-
ments herein referred to.
With regard to the improvements in springs.-These improvements consist
in the substitution of air springs, or a combination of air and india-rubber or
other airproof material, for iron and steel springs, and which we carry out in
the following manner: We form spherical, cylindrical, or other suitably
shaped receptacles for air, made so that they shall resist any ordinary pressure
from forcing the contained air through the indian-rubber or other material
employed (see Drawing Fig. 5, at A, A). And to prevent pressure causing
undue expansion or rupture of the materials employed, we enclose the air
receptacles in a covering, as, for instance, in a box or tub, which, except in the
case of spherical receptacles or air balls, should have divisions or chambers
for each receptacle (see part marked B, at Figs. 3 and 4). Or, as we
prefer in iron, tin, or other metallic cases of cylindrical or suitable shape (see
Drawing, Figs. 5, 6, 7, 8, 9, at B*), with the under part of each case open,
into which under part is inserted a piece of board or iron plate of fitting shape,
that is, of shape and size corresponding to the covering or case (see Drawing
at C, Fig. 5), fastened to an upright rod (see Drawing at D, Figs. 5 to 9).
The upper part of the covering or case is fixed underneath the carriage, and
the under and open part downwards, with the board fitted to it supported on
the rod D, which is secured to the axle as hereafter described, and when the
weight of the carriage is applied, the air receptacle is pressed inwards by the
board C acting similarly to the piston of a steam engine, and thus by the
alternate expansion and contraction of the contained air caused by the pressure,
or its withdrawal, the required spring or elasticity is obtained. Provided we
use indian-rubber and air combined of sufficient thickness to maintain its
position, we dispense with any exterior iron covering.
The mode of fastening or attaching the wheels to the body of the carriage
is shewn in the Drawing at Figs. 7, 8, and 9. The mode shewn at Fig. 8
consists-in-having irons, or what-may-be termed an iron strap I, S, secured to
the said body, in the horizontal portion of which iron strap are orifices through
which guide rods G, R, pass, the same being secured to the iron support Iª
of the springs, which iron support is attached and secured to the axle, and
has the lower ends of the piston rods D secured to it (as shewn), and thus
the weight of the body of the carriage pressing upon the air receptacles or

page_text: springs, upheld by the pistons, will, when in action, cause the guide rods to work
up through the said orifices, or down again according to the up-and-down
motion of the body of the carriage. Fig. 9 shews an arrangement suitable for
the fore wheels of a vehicle, where F is the fore carriage, S¹ shackle irons,
S shackles, A* denoting the axle, whilst D denotes the piston rod, and
B*, the covering or case for the piston, as in other Figures. The dotted lines
at Fig. 7 shew the kind of attachment irons that may be used when it is
desired to have the axle wholly below the springs, in which case the piston
rods are attached to a straight iron, beneath which the axle is secured,
which iron has holes or orifices at each end to allow it to slide or give to the
motion of the springs by working up or down the upright portion of the
attachment iron shewn in dotted lines. We do not, however, bind ourselves to
the above or to any particular mode of applying or using the herein-described.
air springs.
The second improvement applicable to the above-described air springs, and
the mode of attaching them, is this: We remove the fulcrum of support of
the body of a carriage from the axle to a moveable point in advance of the
axle, so that the weight on the horse's back may be regulated at pleasure, and the
present objection (the weight on the horse's back) to broughams or enclosed
carriages on two wheels obviated; this we carry out in the following manner
(see Drawings, Figs. 10 and 11). To the axle we attach two short tubes St
or longitudinal grooves, and fit in them so as to slide two rods or bars of iron
R, B, to the extremity of each of which in front we fix, by the piston rod, the
above-described air springs, and to the hind or back ends converging rods
C, R, connected with a lever L", by which the driver (or other person) can,
from the seat behind, alter the position of the spring beneath the body; the
top of such springs being secured in a groove beneath the body, and the
bottom part resting on the end of the piston rod of the spring, so as to permit
its being moved as required, and the axle being kept in position by guide
staples GS secured to the bottom of the body, and confining the axle, though
free to slide up and down in such guide staple.
In the arrangement shewn in the Drawings, the lever L' has its lower end
forked, and between its forks the common end of the converging rods C, R, is
placed, this latter being provided with two shoulders or stops S³, thus the end
of the converging rod is allowed up and down play between the forks, and
yet when the lever L is pulled backwards, it acts upon the end shoulder and
pulls the converging rods C, R, and the reverse movement has the reverse
effect.
As regards the improvements applicable to wheels: To prevent vibration,

page_text: and give a facility for replacing the whole or portion of the outer tyre when
worn out without disturbing the woodwork of the wheels, we adopt the fol-
lowing method:-We employ two tyres, which we call the inner or false
tyre F, and the outer or true tyre T, we apply the inner tyre simply to bind
the wheel together, on which we place a strip of india-rubber, cork, or
other material (see Drawings, Figs. 1 & 2, at L'), made of the segments of a
circle, as shewn in Fig. 1, with overlapping edges. This tyre is bolted through
the clastic material and inner tyre to the under side of the felloc.
Having now particularly described and ascertained the nature of the said
Invention and in what manner the same is to be performed, we declare that
we claim, the use of air springs composed of air contained in any description
of receptacle which can be subjected to pressure, and thereby made available
for the elastic support of vehicles.
Also, the mode of moving the fulcrum of support in two-wheeled carriages
from the axle to any point in advance of the axle, thereby obviating the great
drawback to enclosed or brougham carriages on two wheels, viz., the heavy
weight thrown on the horse's back, in order to gain convenient entrance to
the carriage.
Also, the improvement in wheels by making that part described as the
outer tyre, with overlapping edges constructed in segments of a circle.
And, also, the use of the additional transverse seats outside the ordinary
body of the vehicle, so arranged that access may be thereto obtained from the
interior of the vehicle (as well as from the outside), if desired; but we do not
claim any of the details of construction except as accessory to the carrying out
of this Invention, and the purposes and objects thereof.
In witness whereof, we, the said James Bagster Lyall and Frederick
William Campin, have hereunto set our hands and seals, this Tenth
dov of November in the roar of oun I and 10-0
J. B. LYALL.
(L.S.)
F. W. CAMPIN. (L.S.)

page_text: The dotted lines Uus-1-1-In figs 12-11-) shew an arrangement for Driver's seat, and
passengers' seat. at top of the Patent, sents whereby any seat for passengers alongside
the driver may be dispensed with and the linesx--x-shew the outer sides of the pa..
tent seats splayed off the flooring tending beyond for facilitating entry for the cut-