Improvements in Bicycles and other Cycles, and other similar Articles, and in the Wheels for the same.
Year: 1892

page_text: Date of Application, 28th Sept., 1892
Complete Specification Left. 28th June, 1893-Accepted, 28th Sept. 1893
PROVISIONAL SPECIFICATION.
Improvements in Bicycles and other Cycles, and other similar
Articles, and in the Wheels for the same.
I GEORGE BARKER of Sutton Coldfield in the County of Warwick Consulting
Engineer do hereby declare the nature of my said invention to be as follows:-
My invention has for its object improvements in bicycles and other cycles and
other similar articles and in the wheels for the same by which greater strength with
economy of material is obtained in the bodies of such machines and the wheels are
rendered more or less elastic in conjunction with safety of tread which has not
been the case in many wheels at present in use. I may instance many cushion tyres
which allow an uncertain lateral movement especially on wet or semi-wet roads
which frequently result in dismounting even experienced riders and many accidents
have been the result.
In constructing the frames of cycles I make steel or other metal junction pieces
for either stampings or castings of convenient shape to unite to the various main
members of the frame work and in some instances I may cast the junction pieces
upon the joints of the frame work but I prefer to well fit them. I make the
members of the frame to curve outwards in their length and also in cross section
and I like the cross section to be thicker at the centre than at the sides and for
this reason I sometimes use a T section of metal to ensure this. Inside this outer
frame I place an internal box made by preference of metal and of considerable
dimensions both in depth and capacity and of considerable stiffness. I then make
holes around the edge of the box and also around the edges of the outer frame
work and lace the inner and outer frame together with wires so as to form a
complete network. This affords very great stiffness to the frame and at the same
time provides a most complete box or receptacle for clothing at the most useful
part of the machine. One or two doors or lids may be fitted such as a stamped
corrugated metal door exceedingly light which would offer a most suitable surface
for external ornamentation and plating & for any family or trade device & it would
be absolutely water-tight. Or the box made be made of stamped discs of thin
metal either corrugated or fluted to afford strength and the various arms necessary
for the treadle spindle the steering rod & saddle bar socket attached either
separately or in one piece. Thus the box would act as a centre of strength from
which the detail would concentrate. In other frames I take say a small thick tube
and string upon it a number of discs or frames having holes at the edge or edges
and then form an outside network of wire so as to ensure perfect uniformity of
strength around the member. The tendency of the trade has for some time been
to make frame work of large diameter tubing of very light guage and there is
therefore always a great danger of variation in strength at various parts and it is
impossible to always tell whether every portion of the circumference is equally
thick and sound and also their is a great liability in working such tubing for parts
especially at junctions to be chilled or weakened without even the workman knowing
it & the most lamentable accidents are the result. Now my mode of constructing
such members from either a solid small compression wire or rod or a thick tube
with the discs or skeleton rings ensures the possibility of most effective examination
of each part by competent inspectors which is not possible in case of tubes or
members of any shape may be made by lengths of wire having thin lapping wire
binding them together when the section is positively known and can be relied upon.
1 also in such cycles whenever it is possible construct the frame of the machine with
a main compression backbone of say crescent or T or other shape with vertical
lathes or wires curving therefrom and turning down and under the belly of the

page_text: machine where they would be connected by tension wires thus forming a hollow
main body of great strength and yet possessing more or less elasticity. The
junctions with the various bearings, crank shafts, and head of such cycles would be
made by stampings and laced together to the main member or shrunk or soldered
or cast upon the same or partly one and partly the other. Such junction pieces
would be fixed firmly and most accurately to a dummy frame so that while the
binding was proceeding these important working parts could not move in the
slightest degree and therefore duplication of the bodies and main junctions and
centres would be attained by this method with a certainty impossible by the
present modes.
These framings might if desired be left open or finer wire could be entwined to
form a mesh and in some cases the whole might be covered with silk or other
fabric. The junction socket for the saddle bar would be treated just as the bearing
or head junctions by a thin plate with holes for threading wires through in fact
the saddle bar socket would be practically the part of the framing where the
strength would concentrate and from which the members would radiate or proceed.
At the bottom or at underside of these various frames I may leave a solid provision
to which I may hinge a spring clip which may be instantaneously turned down to
embrace the steering wheel of bicycles so that they may with safety be left against
such positions as walls.
In the wheels where hollow tyres are used such for instance as cushion or
pneumatic tyres or treads I apply the special shape patented by me in my Letters
Patent No. 1952 A.D. 1888 and shewn in section by me in many of the figures
thereof viz. the V tread which of course may vary in the angle as therein explained
& also may have either straight sides or slightly curved ones externally or
internally as therein set forth that is to say I form upon the periphery of the tyre
⚫a V projection or projections to prevent side slip and to minimize the width of bearing
upon good sound roads as explained in regard to general principle at page 8 of my
said previous Specification. Also to stiffen these pneumatic tyres and the cushion
tyres when constructed in an open open 1 form stiffening ribs under the tread inside
which greatly limits the possibility of collapse when the internal pressure is reduced
or in noninflated tyres and these ribs may be at right angles or diagonally placed and
crossing each other 1 may also stiffen these elastic tyres by the insertion of spiral
wires. The fuller application of my general ✓ tread principle therein explained and
claimed in regard to some more minute details is one of the objects of my present
invention. I may form a curved rim with an open slot into which a tread
whether rubber or other material may be sprung or inserted and the bottom of the
metal forming this rim may be thicker to receive the arms if of the ordinary kind
and which would be threaded or secured before putting the tread in position and
when made sufficiently light at the two wings and curled inwardly there would be
a considerable amount of elasticity when the soft tread was undergoing extra shock
which is the present desideratum in wheels that is to say provision for yielding in
the case of unusual shocks. These rims may be oval or in shape somewhat like the
figure 8 laid upon its side when more spring is required. In the apex of the V rim
1 may form a recess or groove to receive a soft tread such as a round solid or hollow
rubber or other tyre or one to continue the general shape of the V rim. In the
case of my spiral or twisted spring rims whether made from round or oval wire
or flatter sections or ribboned steel I may after turning them upon a round
mandril roll or otherwise form a groove or grooves along to receive a ✓ round or
other shaped elastic tread piece. Or I may roll or form this spiral or twisted rim
into an oval 8 shaped or egg shaped or other formed section according to the
amount of flexibility required. Of course were no hollow is made in such twisted
rims the soft tread would be placed over the coil either upon canvas or a thin strip
of metal or wire or other equivalent for easy attachment thereto and to give the
necessary stiffness.
When the coil is from very thin ribboned steel and the distance
from coil to coil is very small no stiffeners would be required and the rubber or
other soft tread could bear direct upon the coil but in the case of round strong wire

page_text: and a considerable distance apart and no outer metal rim employed stiffness for
the soft tread are required. In the case of such wheels as those illustrated on Sheet 7
of the drawings of my previous Patent I may attach my spiral or twisted rims
direct thereto either by binding wires or in any other manner. This class of wheel
when made from round sections of metal or indeed any other desired section of
metal for almost any section may be used, may vulcanize or otherwise cover
the rim with a soft tread V round or other shaped instead of putting the soft tread
between the two parts of the rim which would make a more substantial finish in
appearance and would tend to always bind the two sides together. I may however
almost ensure the two sides keeping together by curving the wires or other sections
so as to tend to press against each other and considerable variations in the amount of
clasticity may thereby be produced as also by various bends in the arms where the
circling commences that is in such wheels where the arms are in compression.
A very good rim is formed of a V shape at such an angle as to take a square rubber
or other tread therein and which would lie in the V most securely and of course
would give the V tread which would be reversible to all four of the angles. This
square tyre may be solid or hollow and may have an internal spiral to stiffen it of
ribboned or other sectional metal. A triangular tyre also offers remarkable
advantages in respect to a solid base and this may be used as a complete ring or
in lengths placed upon a coil and cemented upon it if necessary and also in the flat
rim with turned up edges which most securely bind the whole together or a round
or other cushion tyre may be so made in either full length with internal ribbon steel
coil or in short pieces threaded thereon. Such tyres could be easily patched up
and renewed in parts and possess many advantages. Any of these spirals may if
neccessary be made hollow by the use of a flexible mandril and of very light.
material but I prefer the solid as it most flexible.
In the case of body spring arms such as my 8 shaped arms in my previous Patent
or round or egg or other shaped I may place them in an angular direction that is to
say two meeting at the bottom and also at the next one at the top and so on which
would effectively prevent twisting on driving or brake wheels.
A very good elastic wheel may be produced by a modification of my Figures 32
and 38 of my former Patent i.e. by bending the wires which form the compression
arms into a circular form of one or more coils to give spring and fastening the ends
in large flanges or rings at the boss. The apex of the arm would either have a
notch to receive a circular tube or solid wire which would be incased in a rubber
or other shoe to fit over the apex the wire forming a stiffener or a series of
wires inside the shoe which would have its wings or flaps fastened to the sides of
the arms.
The next part of my invention refers to improvements in pneumatic cushion and
other tyres and certain provisions for preventing the puncturing of the air tubes as
well as to improved shapes thereof and combinations of parts constituting such tyres
and also the rim for receiving the same.
In pneumatic tyres such as the one known as the "Dunlop" tyre I should
prevent puncturing by a series of curved cross wires or one or more wires bent
backwards and forwards so as to form a perfect bed of metal placed internally in
the tyre or it would do externally or in any intermediate part. In some cases the
wires may pass around the tyre either externally or internally. In most pneumatic
tyres there is a great danger of slipping sideways or wet or semi-wet roads on
account of the large diameter of the tyre and the consequent tendency—especially
when loosely inflated-to cover a large area of tread. To meet this difficulty and
also to produce a tyre less likely to be punctured I form the tyre of more than one
air tube of smaller diameter. The number I prefer most is three air tubes two
forming a firm base protected by a rim which curves round on each side to hold and
protect them and a third tube mounted upon the two in the recess formed between
them. All three tubes may be inflated from one nipple but there is the advantage
in having two or three nipples that the upper tube may be inflated to a higher
pressure than the two lower ones which would enable the upper tube to form a

page_text: more comfortable seat for itself by forming hollows in the two lower tubes. Over
these three tubes a suitable rubber or over covering is placed and fastened to the
rim either by hooks or eyes or laces or loops may be formed to pass through a
projection formed at the centre of the rim which is naturally formed by following
the curve of the two lower air tubes and a wire or other ring is then threaded
through the loops which are drawn tight when the inner tubes are inflated. Such
a combination of tubes naturally form a V shaped tread and the tendency to side
rolling is greatly reduced and likewise the surface exposed to puncturing is much
reduced. The three tubes are not neccessarily all the same diameter and probably
in practice it will be found better to make the top one smaller. The casing may
be so formed thicker near the apex as to almost complete the V shape just leaving
a sufficient tread and yet sufficiently fine to penetrate the mud on a sticky road.
In building such like tyres I may put a solid tyre upon the two air tubes thus
penetrating the neccessity for a covering as the solid tyre would constitute the
tread this tyre may be shaped to fit the tubes or I may use a cushion tyre upon the
air tubes. Of course in either of the last instances a covering may be put over
but there would be no neccessity. Then again I may make the two lower tubes
thin cushion tubes i.e. tubes thick enough to resist compression when confined in
the rim but not inflated above the natural atmospheric pressure. Upon these two
lower cushion tubes I may put a solid tyre to form the tread or another cushion
tube or tyre for that purpose. It will be at once evident to anyone that a similar
shaped tyre may be built up from 6 tubes viz. 3 lower ones then 2 in the second
row the one to form the tread either solid or hollow. These may be cased or not
with a covering and protected in this case with a rim formed with two under ridges
to form seats for the tubes. Similarly tubes of four rows viz. 4 at the base then 3
then 2 then one may be used or the top may finish with a tread of two tyres. In
other cases a number of small tubes may be grouped together to form one bunch
of tubes of any desired sectional shape and they may be either united to each
other or be free. Such a combination of small tubes may be inflated by a series of
nipples one for each tube or all from one nipple but if separately inflated the
puncturing of one tube would not render the machine unmountable as at present
with one large air tube and the larger number of tubes would require a less
quantity of air to inflate them to form the same external diameter as at present.
A tyre approximating to those already explained may be made from two tubes viz.
a large base air tube blown to a moderate pressure and a top tube of the same or
similar diameter blown to a greater pressure and of such a diameter as to form a
seat for itself in the larger tube or one small tube may be wound round into a
number of convolutions to make up any desired bulk. A covering placed upon
these would approximate to the V tread and would reduce the liability to puncturing
as the surface exposed would be less. The rubber cover itself may be lined with a
small air tube or a number of them not resting on any rim the air itself maintaining
the desired shape.
To prevent slipping in the present pneumatic tyres a groove or recess may be
made in the tread and a solid V or other shaped supplemental rubber or other tread
introduced & which would be easily removable. By this means a smaller surface
would be in contact with the road and slipping greatly reduced as well as the risk
of puncturing because the main covering of the pneumatic tube would be further
removed from the road.
Another mode of preventing both slipping and puncturing is to place a series of
metallic shoes upon the outside of the tyre jointed or strung together by loops of
wire so that they are quite flexible. These shoes may be of V shape for the tread
or may have a ridge or ridges upon them and may be corrugated or roughed.
These shoes may be laced to suitable flaps or round the rim or rivetted to the
ribbon or independent casing or otherwise fastened thereto. The covering may
consist of textile material only or at the sides only with rubber to bed the shoes
upon in which case the edges of the shoes would be easily sewn or rivetted
thereon.

page_text: The tyres herein before set forth apply to wheels of any construction of body
such as already known in the market.
The next part of my invention relates to the bodies of disc wheels which I form
with the disc portion severed into two parts so as to leave a space between the rim
and the boss part for lacing with wire or other lacing. This may be accomplished
very accurately by fixing the rim part in a mould or frame and also the boss where
each would be secured quite firmly. This being accomplished the lacing would be
proceeded with and the wheel removed in a true condition.
Dated this 27th day of September 1892.
GEORGE BARKER.
COMPLETE SPECIFICATION.
Improvements in Bicycles and other Cycles, and other similar
Articles, and in the Wheels for the same.
I, GEORGE BARKER, of Sutton Coldfield, in the County of Warwick, Consulting
Engineer, do hereby declare the nature of my said invention and in what manner the
same is to be performed to be particularly described and ascertained in and by
the following statement :-
My invention has for its object improvements in bicycles and other cycles and
other similar articles and in the wheels for the same, by which greater strength
with economy of material is obtained in the bodies of such machines and the
wheels are rendered more or less elastic in conjunction with safety of tread which
has not been the case in many wheels at present in use as such wheels at present-
especially the pneumatic-are uncertain in their tread upon wet or muddy roads
and side slipping causes many accidents to riders and unfits cycles for general use
during bad weather. This does apply to some extent to the solid rubber tyre and
more still to the cushion tyre but most of all to the pneumatic as the spreading
action is considerable and often the tread of the tyre covers a large area upon the
road; but this is very variable from at least two causes, one being the varying
weights of riders, and the other, the pressure of air in the tyre. There is also
another great fault, namely, the pneumatic tyre is very liable to puncture in
passing over cut glass, sharp stones, thorns and the like.
In order that my invention may be clearly understood and more easily carried
into practise I have appended hereunto eight double sized sheets of drawings upon
which I have fully illustrated the nature of my said invention.
On Sheet 1, Figure 1 shews a part elevation of a machine showing my improved
frame and receptacle.
Figure 2, is a section through Figure 1 on the line 1-2.
Figure 3, shows a modification of the combined frame and receptacle.
Figure 4, is a section through Figure 3 on the line 3-4.
Figure 5, is a part elevation of a machine illustrating a lattice work frame.
On Sheet 2, Figure 6, is a similar elevation to Figure 5 but showing a
modification in the form of construction.
Figure 7, is a vertical section on the line 5-6.
Figure 8, shows a further modification in the form of this class of frame.
Figure 9, is an elevation of a machine having a hollow elastic body.
Figure 10, is a vertical section on the line 7-8.
Figure 11, is an elevation of part of the front wheel of a safety cycle showing a
clip for retaining the wheel in position when leaving the machine standing.
On Sheet 3, Figure 12, is a cross section through a pneumatic tyre having the
V-tread applied thereto.
Figure 13, is a longitudinal section through part of a pneumatic tyre with
stiffening ribs.
Figure 1 is a cross section through Figure 13.

page_text: Figure 14, is a cross section through a spring rim showing the attachment of an
elastic tread.
Figure 15, is a cross section through a mettallic V-tread showing the application
of an elastic tread thereto.
Figure 16, is a similar cross section to Figure 14 but showing an elastic tread
formed upon the coiled wire tyre in my former Specification.
On Sheet 4, Figure 17, is a cross section through a rim showing a modification of
the combination of the coiled wire and elastic tread.
Figure 18, is a part vertical section showing the application of an elastic tread
to the wheel illustrated by Figures 39 and 40 of my Letters Patent No. 1952
A.D. 1888.
Figure 19, is also a part vertical section showing another modification of the
wheel set forth by Figures 39 and 40 in the aforesaid Specification.
Figure 20, is a similar section to Figures 18 and 19 showing a further modification
of elastic tread to the same class of wheel.
Figure 21, is a part elevation of the same wheel showing a modification in the
shape of the arms.
Figure 22, is a diagram showing the shape of the arm in the wheel shown by
Figure 21.
Figure 23, is a similar elevation to Figure 21 showing a further modification.
Figure 23 is a similar diagram of the arm in Figure 23 to that shown by
Figure 22.
On Sheet 5, Figure 24, is a section showing a square shaped rim and elastic
tread to form a V tread.
Figure 25, is a similar section showing triangular and hollow form of tyre which
produces a V-tread.
Figure 26, is a modification of Figure 24.
Figure 27, is a modification of Figure 25.
On Sheet 5, Figure 28, is a vertical cross section of a wheel similar to Figure 35
in my before mentioned Specification.
Figure 29, is a part elevation of Figure 28 and part elevation of Figure 30.
Figure 30, is a vertical cross section through a similar wheel to Figures 32 and 38
of my before-mentioned Specification.
Sheet 6 Figure 31, is an elevation of the tread of a pneumatic tyre partly broken
away to show the wire protectors under the surface.
Figure 32, is a cross section on the line X. Z.
Figure 33, is a similiar cross section to Figure 32 but showing a modification.
Figure 34, is a cross section of a tyre in which more than one air tube is used
showing the mode of forming it into a V tread.
Figure 35, is a sectional elevation of Figure 34.
Figure 36, is a cross section showing a pneumatic tyre made up of a number of
small cells.
On Sheet 7, Figure 37, is a cross section of a disc wheel.
Figure 38, is an elevation of same.
Figure 39, is a similar cross section to Figure 37 but showing a modification.
On Sheet 8, Figure 40, is a side elevation of the broken off piece of the tyre of
a wheel having the metallic shoes mounted thereon.
Figure 41, is a cross section through Figure 40 on line 9-10.
Figure 42, is a similar cross section on line 11-12.
Figure 43, shows a modification in the shoe.
Figure 44, & Figure 45, show further modifications.
Figure 46, is a section showing further modifications.
Figure 47, is a plan of Figure 46.
Figure 48, is a cross clevation of another modification.
Figure 49, a plan of same.
Figure 50, is a plan showing a further modification in the shape of the shoes.
In constructing the frames of cycles I make steel or other metal junction pieces

page_text: from either stampings or castings of convenient shape to unite to the various main
members of the frame-work and in some instances I may cast the junction pieces
upon the joints of the frame-work but I prefer to well fit them. I make the
members of the frame to curve outwards in their length as shown at d¹ Figure 1
and also in cross section and I like the cross section to be thicker at the centre
than at the sides and for this reason I sometimes use a T section of metal to ensure
this. Inside this outer frame I place an internal box made by preference of metal
and of considerable dimensions both in depth and capacity and of considerable
stiffness. I then make holes around the edge of the box and also around the edges
of the outer frame work d¹ and lace the inner & outer frame together with wires so
as to form a complete net work. This affords very great stiffness to the frame and
at the same time provides a most complete box or receptacle for clothing at the
most useful part of the machine and is of such a form as to be light and graceful
in appearance while not in any way wind resisting as is the case with receptacles
which are formed in one and of the shape of the ordinary diamond or other well
known frames. One or two doors or lids d³ may be fitted such as a stamped
corrugated metal door exceedingly light which would offer a most suitable surface
for external ornamentation and plating and for any family or trade device and it
would be absolutely watertight. Or the box may be made of stamped discs of thin
metal either corrugated or fluted as shown at Figure 3 to afford strength and the
various arms d² necessary for the treadle spindle, the steering rod and saddle bar
socket, attached either separately or in one piece. In other frames 1 take say a
small thick tube F Figures 5, 6, 7, and 8, and string upon it a disc or number of
discs or frames f having holes at the edge or edges and then form an outside
network of wire so as to ensure perfect uniformity of strength around the member.
The tendency of the trade has for some time been to make frame-work of large
diameter tubing of very light guage and there is therefore always a great danger
of variation in strength at various parts and it is impossible to always tell whether
every portion of the circumference is equally thick and sound and also there is a
great fiability in working such tubing for parts especially at junctions to be chilled
or weakened without even the workman knowing it and then most lamentable
accidents are the result. Now my mode of constructing such members from either
a solid small compression wire or rod or a thick tube with the discs or skeleton
rings ensures the possibility of most effective examination of each part by
competent inspectors which is not possible in the case of tubes. Tubes or members
of any shape may be made by lengths of wire having thin lapping wire binding
them together when the section is positively known and can be relied upon. I also
in such cycles whenever it is possible construct the frame of the machine with a
main compression backbone Figure 9 of say crescent or T or other shape with
vertical laths or wires f curving therefrom and turning down and under the belly
of the machine where they would be connected by tension wires thus forming a
hollow main body of great strength and yet possessing more or less elasticity.
The junctions with the various bearings crank shafts and heads of such cycles
would be made by stampings and laced together to the main members or shrunk or
soldered or cast upon the same or partly one and partly the other. Such junction
pieces would be fixed firmly and most accurately to a dummy frame so that while
the binding was proceeding these important working parts could not move in the
slightest degree and therefore duplication of the bodies and main junctions and
centres would be attained by this method with a certainty impossible by the
present modes.
These framings might if desired be left open or finer wire could be entwined to
form a mesh and in some cases the whole might be covered with silk or other
fabric. The junction socket for the saddle bar would be treated just as the bearing
or head junctions by a thin plate with holes for threading wires through, in fact
the saddle bar socket would be practically the part of the framing where the
strength would concentrate and from which the members would radiate or proceed.
At the bottom of or at underside of these or other various frames I may leave a

page_text: solid provision to which I may hinge a forked clip f' which may be instantaneously
turned down as at Figure 9 to embrace the steering wheel of bicycles so that they
may with safety be leaned against such places as walls without fear of the wheel
twisting or it may turned up as shown at Figure 11 when the machine is being
used.
8
In the wheels where hollow tyres are used such for instance as cushion or
pneumatic tyres or treads I apply the special shape patented by me in my Letters
Patent No. 1952 A.D. 1888 and shown in section by me in many of the figures
thereof, is, the V tread which of course may vary the angle as therein explained
and also may have either straight sides or slightly curved ones externally or
internally as therein set forth, that is to say, I form upon the periphery of the tyre
a V projection or projections to prevent side slip and to minimize the width of
bearing upon good sound roads as explained in regard to general principle at page
of my said previous Specification and as shown by Figure 12 on the accompanying
drawings. The fuller application of my general V tread principle therein explained
and claimed in regard to some more minute details is one of the objects of my
present invention. I may form a curved rim J with an open slot into which the
V tread K whether rubber or other material may be sprung or inserted and the
bottom of the metal forming this rim may be thicker to receive the arms if of
the ordinary kind and which would be threaded or secured before putting the tread
in position & when made sufficiently light at the two wings and k* and curled
inwardly there would be a considerable amount of elasticity when the soft tread K
was undergoing extra shock which is the present desideratum in wheels, that is to
say, provision for yielding in the case of unusual shocks. These rims J may be
oval or in shape somewhat like the figure 8 laid upon its side when more spring is
required as illustrated by Figure 17.
In the apex of the V rim M 1 may form a recess or groove m¹ to receive a soft
tread such as a round solid or hollow rubber or other tyre L or one to continue the
general shape of the V-rim. In the case of my spiral or twisted spring arms m³
whether made from round or oval wire or flatter sections or ribboned steel, I may,
after turning them upon a round mandril, roll or otherwise form a groove or
grooves m² along to receive a V, round or other shaped elastic tread piece L
Figure 16, or 1 may roll or form this spiral or twisted rim into the oval, 8-shaped,
or eggshaped or other formed section such as shown by n Figure 17, according
to the amount of flexibility required. Of course where no hollow is made in such
twisted rims the soft tread would be placed over the coil either upon canvas or a
thin strip of metal or wire or other equivalent for easy attachment thereto and to
give the necessary stiffness such as shown at Figure 16. Where the coil is from
very thin ribboned steel and the distance from coil to coil is very small no stiffeners
would be required and the rubber or other soft tread could bear direct upon the
coil but in the case of round strong wire and a considerable distance apart and no
outer metal rim employed stiffeners for the soft tread are required. In the case of
such wheels as those illustrated on Sheet 7 of the drawings of my previous Patent
I may attach my spiral or twisted rims direct thereto either by binding wires or in
any other manner. This class of wheel when made from round sections of metal
or indeed any other desired section of metal-for almost any section may be used-
I may vulcanize or otherwise cover the rim with a soft tread n¹ V, round, or other
shaped as shown at Figures 18 and 20 instead of putting the soft tread between
the two parts of the rim which would make a more substantial finish in appearance
and would tend to always bind the two sides together. I may, however, almost
always ensure the two sides N Figure 19 keeping together by curving the wires or
other sections so as to tend to press against each other and considerable variations
in the amount of elasticity may thereby be produced as also by various
bends n² and n³ Figures 21 and 23 in the arms where the circling commences, that
is, in such wheels where the arms are in compression. A very good rim is formed
of a shape P Figure 24 at such an angle as to take a square, rubber or other
tread p' therein and which would lie on the V most securely and of course would

page_text: give the V tread which would be reversible to all four of the angles. This square
tyre may be solid or hollow Figure 26 and may have an internal spiral to stiffen it
of ribboned or other sectional metal. A triangular tyre also offers remarkable
advantages in respect to a solid base and this may be used as a complete ring or in
lengths placed upon a wire coil p³ as shewn by Figure 27ª and such as that
described in my beforementioned Specification and cemented upon it if necessary as
shown in section by Figure 27 such shaped tires may also be fixed in the flat rim p
with the turned up edges p' which most securely bind the whole together or when
forming a round or other shaped cushion tyre by casing the steel wire coils with
material such as described in my before mentioned Specification the casing may be
formed of short pieces threaded thereon similar to Figure 274 by which means such
tyres could be easily patched up and renewed in parts and possess many
advantages. Any of these spiral coils may if necessary be formed of hollow wire
in such cases a flexible mandril being used while the wire is being coiled, but I
generally prefer the solid wire as it is the most flexible.
In the case of body spring arms W such as my 8 shaped arms in my previous
Patent or round or egg or other shaped I may place them in an angular direction
as shown at Figure 29 that is to say two meeting at the bottom w' and also at the
next one at the top w² and so on which would effectively prevent twisting on
driving or brake wheels.
A very good elastic wheel may be produced by a modification of my Figures 32
and 38 of my former patent, i.e. by bending the wires which form my compression
arms into a circular form of one or more coils as shown at w³ and w Figure 30
which gives spring, the ends being fastened in large flanges or rings at the boss.
The apex of the arms would either have the notch to receive the circular tube w³
or solid wire w which would be encased in a rubber or other shoe w' to fit over
the apex the wire forming a stiffener or a series of wires inside the shoe which
would have its wings or flaps fastened to the sides of the arms.
The next part of my invention refers to improvements in pneumatic cushion and
other tyres and certain provisions for preventing the puncturing of the air tubes as
well as to improved shapes thereof and combinations of parts constituting such
tyres and also the rims for receiving the same.
In pneumatic tyres such as the one known as the "Dunlop" tyre I should
prevent puncturing by a series of curved cross wires or one or more wires R bent
backwards and forwards so as to form a perfect bed of metal placed internally in
the tyre p¹ or it would do externally or in any intermediate part such as Figures 31
and 32. In some cases the wires may pass around the tyre either externally or
internally as shown by R. Figure 33 but in any case the wires may be laid to a
closer pitch than shown. In some pneumatic tyres there is a great danger of
slipping sideways on wet or semi-wet roads on account of the large diameter of the
tyre and the consequent tendency-especially when loosely inflated-to cover a
large area of tread. To meet this difficulty and also to produce a tyre less likely
to be punctured I form the tyre with my V tread & of more than one air tube of
smaller diameter thus enabling me to more readily obtain my V tread. The
number I prefer most for this purpose is three air tubes two forming a firm base
protected by a rim which curves round on each side to hold and protect them and a
third tube mounted upon the two in the recess formed between them. All three
tubes may be inflated from one nipple but there is the advantage in having two or
three nipples that the upper tube may be inflated to a higher pressure than the two
lower ones which would enable the upper tube to form a more comfortable seat for
itself by forming hollows in the two lower tubes. I am aware that more tubes than
one have been used but the important part of my invention is that the rubber or
other covering S Figure 34 is placed over the tubes and fastened to the rim either
by hooks, or eyes; or laces, or loops may be formed to pass through the projection §²
formed at the centre of the rim which is naturally formed by following the curve
of the two lower air tubes and a wire or other ring is then threaded through the
loops which are drawn tight when the inner tubes are inflated. Such a combination
B

page_text: The
of tubes although not a necessity naturally forms a V-shaped tread and the tendency
to side rolling is greatly reduced and likewise the surface exposed to puncturing is
much reduced. The three tubes are not necessarily all the same diameter and
probably in practice it will be found better to make the top one smaller.
casing may be so formed thicker near the apex as shown so as to almost complete the
V shape just leaving a sufficient tread and yet sufficiently fine to penetrate the mud
on a sticky road. In some cases a number of small tubes may be grouped together
to form one bunch of tubes of any desired sectional shape and they may be either
united to each other or be free. Such a combination of small tubes may be inflated
by a series of nipples, one for each tube, or all from one nipple but if separately
inflated the puncturing of one tube would not render the machine unmountable as
at present with one large air tube and the larger number of tubes would require a
less quantity of air to inflate them to form the same external diameter as at present
or one small tube may be wound round into a number of convolutions to make up
any desired bulk.
On the outside of pneumatic or other soft tyre I mount a series of shoes B
Sheet 8 which may be shorter or longer according to the resiliency required and
they may be closer or wider apart and may be even made to overlap each other at
the ends. I do not tie myself to the particular cross section shown but the tread of
the wheel should be the minimum size to properly support the rider without
sinking into a good road. Then upon softer roads the tread 6 sinks in until an
adequate bearing is obtained to support the weight. These mounts B are made
from steel or other metal stamped so as to have Ỷ shaped or other strengthening
ribs to support the wings which take a bearing upon the tyre, and the ribs
should be so arranged that they will bear the weight and retreat into the tyre
without bending. They may of course be made from any other metal or hard
material and cast as well as stamped but stamped steel I find to be the best at
present although it may be found advisable to form them thicker at the wearing
parts as shown by Figures 44 & 45 or they may be stamped from soft iron, cold
and hardened which will enable me to obtain variable thickness in which case
they may be rolled in bars and sawn off to the required widths. They are secured
to the tyre by sewing through the holes direct to a textile or other covering
which may be rendered watertight in any known manner, or fastened to the rubber
upon a separate strip which is afterwards placed upon the tyre or they may be
rivetted or screwed by rivets with large flat heads inserted from the inside the
heads being rivetted upon the shoes or eyelets may be used. Any number of small
rivets or one or more large one would probably be the best but I do not confine
myself to the mode of mounting the shoes. The points 63 of the strengthening rib
are brought to a sharp point so that when turning corners the points 63 engage
with the road and prevent slipping.
Figures 46, 47, 48, 49 and 50 show shoes E which may be placed upon the tyre A
in one, two, three or more rows. These are bulged up at the centre e¹ into a conical
or other shape either square or round or other shape at the base and the side rows
may be narrower than the centre row. These edges may be curled at e³ around all
the edges or only at the ends. It is better to turn all the edges slightly back from
the tyre to prevent cutting when under pressure. The shapes of these shoes
may be greatly varied as will be evident but I prefer almost a V shape as it will
always find its proper area of bearing surface on any road & it will not pick up
mud to any great extent. In the foregoing shoes tyre puncturing would be next to
impossible and the tyre would run over broken glass bottles with impunity.
The tyres herein before set forth apply to wheels of any construction of body
such as already known in the market.
The next part of my invention which is illustrated on Sheet 7 relates to the
bodies of disc wheels which I form with the disc portion severed into two parts T
and T¹ so as to leave a space U between the rim and the boss part for lacing with
wire or other lacing t which may be accomplished very accurately by fixing the
rim part T in a mould or frame and also the boss T where each would be secured

page_text: quite firmly. This being accomplished the lacing would be proceeded with and the
wheel removed in a true condition. By this means the great liability of disc wheels
to buckle is prevented while the wheel is much lightened and the wind resistance
considerably reduced.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1st. The improvements in bicycles and other cycles and other similar articles and
in the wheels for the same, substantially as and for the purpose herein set forth and
shown upon the accompanying eight sheets of drawings.
2nd. The combined frame and receptacle, substantially such as and for the
purpose herein described and illustrated by Figures 1 to 4.
3rd. The lattice or laced framework substantially such as and for the purpose
herein set forth and illustrated by Figures 5 to 8.
4th. The hollow body, substantially such as herein described and illustrated by
Figures 9 & 10.
5th. The clip, substantially such as and for the purpose herein set forth and
illustrated by Figure 11.
6th. In pneumatic tyres, the V-tread and internal stiffening ribs H substantially
as herein set forth and shown by Figures 12, 13, and 13.
7th. The combination of an elastic tread with a coiled steel spring or metallic
tyre substantially such as herein set forth and described with regard to Figures 14
to 17.
8th. In spring wheels having compression arms, the elastic tread substantially
such as herein described & shown by Figures 18 and 20.
9th. In compression spring wheels the means for increasing the elasticity of the
arms substantially such as described and shown by Figures 19, 21, 22, 23, 23ª, 29
and 30.
10th. The compression spring arms placed diagonally and butting substantially
such as and for the purpose herein described and shown by Figures 28 and 29.
11th. The combination of a V-rim and square tyre whether solid or hollow
substantially such as and for the purpose herein set forth and shown by Figures 24
and 26.
12th. The triangular tyres, substantially such as herein described and shewn by
Figures 25 and 27.
13th. In pneumatic tyres, the wire guard, substantially such as and for the purpose
herein set forth and illustrated by Figures 31, 32, and 33.
14th. In pneumatic tyres the covering S and means for securing same,
substantially as and for the purpose herein set forth and shown by Figures 34,
35 and 36.
15th. In pneumatic tyres the protecting shoes, substantially such as and for the
purpose herein set forth and shewn on Sheet 8.
16th. In disc wheels the wheel formed in two parts which are laced together,
substantially such as and for the purpose herein set forth and shown by Figures 37,
38 and 39.
Dated this 27th day of June 1893.
GEORGE BARKER.