CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF WHEEL CARRIAGES, PARTS OF WHICH IMPROVEMENTS ARE ALSO APPLICABLE TO MACHINERY FOR PROPELLING, AND ALSO FOR THE PURPOSE OF SECURING SHIPS AND OTHER VESSELS, AND FOR COMMUNICATING MOTION BETWEEN DIFFERENT PORTIONS OF MACHINERY
Year: 1839

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, we, WILLIAM
BRIDGES ADAMS, of Porchester Terrace, Bayswater, in the County of Middle-
sex, Gentleman, and John Buchanan, of Glasgow, in North Britain, Coach-
maker, severally, send greeting.
WHEREAS Her present Majesty Queen Victoria, by Her Royal Letters
Patent under the Great Seal of Great Britain, bearing date at Westminster, the
Sixteenth day of August, in the third year of Her reign, did, for Herself, Her
heirs and successors, give and grant unto us, the said William Bridges Adams
and John Buchanan, Her especial license, that we the said William Bridges
Adams and John Buchanan, our executors, administrators, and assigns, and
such others as we should 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, our Invention of "CERTAIN IMPROVEMENTS IN THE
CONSTRUCTION OF WHEEL CARRIAGES, PARTS OF WHICH IMPROVEMENTS ARE ALSO
APPLICABLE TO MACHINERY FOR PROPELLING, AND ALSO FOR THE PURPOSE OF SECURING
SHIPS AND OTHER VESSELS, AND FOR COMMUNICATING MOTION BETWEEN DIFFERENT
PORTIONS OF MACHINERY;" in which said Letters Patent there is contained a pro-
viso obliging us, the said William Bridges Adams and John Buchanan, by an
instrument in writing under our hands and seals, or under the hand and seal
of one of us, particularly to describe and ascertain the nature of our said
Invention, and in what manner the same is to be performed, and to cause the
same to be enrolled in Her Majesty's High Court of Chancery within six months
from the date of the said Letters Patent.

page_text: NOW KNOW YE, that in compliance with the said proviso, 1, the said
William Bridges Adams, on behalf as well of myself as of the said John
Buchanan, do hereby declare that the nature of our said Invention, and the
manner in which the same is to be performed, is described and ascertained as
follows, and by the aid of the two Sheets of Drawings hereunto annexed, that
is to say:-
Our said improvements in the construction of wheel carriages consist partly
in a new mode of applying springs for the suspension of the bodies of such
carriages, and other purposes herein-after described, such new modes being
illustrated by the annexed Drawings; and one mode we denominate the longi-
tudinal extension spring, thereby to indicate its mechanical action, the spring
being made of a flat bar or blade of steel, or any other suitable material, either
of parallel or else of tapering width and thickness, the form being in all cases
a curved or bended line, the weight or force which the bearing springs have
to sustain being applied solely at the two ends of the curve of each spring, and
acting in the direction of an imaginary straight line between the two ends of
such spring, and tending to extend the spring towards that straight line; and
we prefer springs bending in the form of a curved bow, but use any other form
which may be convenient to produce the same action. Sheet I., Figure 1,
shews a bowspring of a simple form, which may be either taper or parallel. It
has an 'eye at each end by which to attach it and stretch it from the curve
towards the straight line. Fig. 2 is a double spring of a similar kind.
Figure 3 is a spring of multiplied flexures, with eyes at each end for the
attachment, or a spring may be made in a spirally twisted form, in which case
provision should be made to allow it to rotate on its axis by means of swivel
attachments, while the applied force is drawing it towards a straight line.
Figure 4 shews a mode of combining two springs, by means of jointed props,
for the purpose of suspending a carriage. "A, A, represents the framework of
a railway carriage; B, B, iron scroll irons or brackets attached to the carriage
framework; C, the axle; D, the axle box; E, E, a pair of jointed props, the
lower ends suspended from the axle box, and the upper ends hinged to the
coupling links F,F; G, G, are a pair of longitudinal extension springs hinged
to the axle box at the inner ends, and to the coupling links F, F, at the outer
ends. When the weight A, A, presses downwards the props below will thrust
against the coupling links F, F, which will then become more vertical, and the
springs G, G, will be stretched towards straight lines while the weight or load
passes downwards, and if the load be sufficient or in excess the springs will
ultimately attain their utmost length in a straight line, when the limit of their

page_text: action will be attained. The excess of load being removed the springs will
again assume their curved form, and by their elastic. action they will serve to
alleviate concussion. Their advantage consists in their free clastic action, their
superior lightness, and greater durability, as compared with the ordinary carriage
springs. Figure 5 shews a mode of using such springs in combination with
elastic props, in place of 'the props E, E, Figure 4, which elastic props yielding
to compression, the coupling links F, F, Figure 4, 'may be dispensed with.
H, H, are the elastic props; the other parts are the same as Figure 4.
Figure 6 shews another 'mode in which we apply the elastic props KK, in
which case we denominate them compression bow springs, thereby.to indicate
their action. They may be made in form- more or less curved, and by the
force or weight that is applied their curvature, will be increased, and-a yielding
action obtained. H is a carriage frame; J, the axletree; K, K, the com-
pression bow springs, the inner ends hinged to the axletree, the outer ends to
the framework; as the weight forces the framework downwards, the springs
K, K, 'shorten their length, and by their elastic-action, they raise the weight
when the surplus force is removed. Figure 7 shews the mode-in which, we
apply a pair of jointed elbow levers L, O, L, O, the centres of motion of which
are attached to the axle box M, and the outer ends of the long arms L, L, are
attached to the carriage frainework N; N; by scroll irons and coupling links.
To the short arms 0, 0, of the elbow levers a compression spring P is applied,
so as to urge those armis apart from each other. As the weight N, N, descends
the long arms L, L, of the levers are pressed downwards, and the short arms
O, O, approach each other, overcoming the resistance to compression of the
bowspring P: As the weight diminishes the spring regains its original curve.
Figure 8 shews a mode in which we apply a pair of half springs, composed of
spring plates of the common kind, to support a carriage on its axletree. Q, Q;
is the carriage framework; R, the axle box; S, S, two blocks attached to
the framework to gain height for the action of the springs. T, T, are the
springs bolted by their butt ends to the blocks S, S; their thin ends are attached
to the axle box R by coupling links V, V. As the weight Q, Q, (or other
force) operates the springs act' by their lateral flexure, and yield to the surplus
force or weight, reacting again as the force or weight diminishes. The advan-
tage of this mode of applying springs is as follows:-The springs commonly
used for railway carriages have the thickest part of each spring applied to the
axle, and the thin or taper end to the carriage frame, consequently the force of
shocks must be transmitted along the spring from the thickest part-to the taper
or yielding part; but with the two half springs, Figure 8; the shocks acting
immediately on the yielding parts, less of those shocks are transmitted to the

page_text: framework than is the case with the entire springs in ordinary use; and note,
springs applied as in Figure 8 may be made of single plates as well as of a
number of leaves. Figure 9 shews our mode of constructing a spring of a flat
steel bar twisted, whereby we give it the quality of lateral yielding in all direc-
tions, as though it were a cylindrical rod or wire, but retaining the flexibility
of a flat bar. For this purpose we twist a flat steel bar in the manner shewn
in Figure 9, and the spring so formed will bend laterally in any direction, and
will be applicable for transmitting the force of traction to wheel carriages,
whether from horses or for connecting carriages on railways. In the former
case such springs may be substituted for what are called futchels and wheel
irons; that is to say, one end of each such spring, Figure 9, being fixed fast to
the fore axle bed or to the fore part of the body of the carriage, and the other
end of each such spring being fixed fast to the splinter bar to which the traces
of the horse or horses is or are connected, the splinter bar being so sustained
will be capable of yielding upwards, downwards, laterally, or either side, with
an elastic action, and yet with a tendency to resume its required position. We
apply such springs to railway carriages for traction by substituting them for
links at the ends of the rigid traction rods in common use, by affixing such
springs firmly to the ends of such rods as a prolongation of their length
beyond their supports in which they slide endways, and by which they are
sustained. Figure 10 shews a mode in which we apply pairs of half springs
to railway carriages to serve as buffing and traction springs, in which case, as
they are required to bend equally either forward or backwards, we prefer
making them of single pieces of steel, and from their form being a gradual
taper, we denominate them sword-blade springs. A is the spring seen flatwise with
the taper end b curled into an eye, wherein a cylindrical pin d is fixed and pro-
jects out each way from the eye b. D, a hole through the broad end of the
spring to receive a pin or bolt for fastening the spring in place. B is the spring
shewn edgeways. C, C, a portion of a carriage frame with the springs fixed
in place, the carriage being seen in plan. E, E, iron sockets or hilts for the
sword-blade springs bolted to the carriage frame. F, iron or steel coupling plates,
with a slot of sufficient length for the cylindrical pins d to slide backwards and
forwards, as the springs require when in action; and when both pins arrive
at the extreme ends of their respective slots, the farther motion of the pins in
the slots being stopped will limit the action of the springs. The dotted lines
shew the springs at their extreme action; and note, any equivalent means of
working the springs, so as to limit their extreme action, may be used, or exten-
sion springs may be used, applied in a similar manner, as denoted by the letters
HI, H, Figure 10. G, G, are the traction and propulsion rods in lengths, which

page_text: are united by the sockets of the coupling links F. By this arrangement the
same set of springs, in any number of them, may be made to act in unison,
and equally well both ways; a similar arrangement may be made in the manner
shewn at Figure 30, and herein-after described; and Figure 11 shews a mode
whereby bow springs may be used, which we denominate C bow springs. A, A,
is the body of the carriage formed of two parts jointed together at a, a; B, B,
the axles; D, D, and E, E, are two bow springs connecting the axles to the
bodies at the points D, D, and E, E, with revolving joints at each end, two
springs being used to each axle, though only one is shewn. When the carriage
is drawn forward the springs D, D, E, E, will tend to relieve concussion by
extending, and by compressing when the carriage is backing. C, C, shew two
springs of greater curvature, four such springs being applied to the carriage to
suspend the body on the axles, the springs being freely jointed at their bottom
and top ends round the bolts which pass through their eyes. The front springs
are suspended below the axle by braces, and the body is suspended on the
hinder springs by similar braces, though the springs may be used without the
intervention of braces; and note, the springs C, C, are solely for suspending
the body, the springs D, D, E, E, serving principally to attach the axles and
retain them in their intended position, but with some elastic action in so
retaining them; nevertheless, rigid bars, with the ends jointed at D, D, and
E, E, may be applied in lieu of the springs D, D, or E, E, for the same pur-
pose of governing the axles: Figure 12 shows a similar mode of using a sugar-
tongs spring A, A, with a rigid draft bar B jointed in manner aforesaid at each
of its ends to produce the same action, and an extension and compression spring
may be substituted for the bar B. The carriage rests on the upper arm C of the
spring C, A, and the lower arm of the said spring is suspended from the axle. by
the brace D. Figure 13 shews how a similar action may be produced by using
two curved springs C, E, E, F, with their convex sides pressing on each other
near to their ends E, which ends are attached together at their eyes by a coupling
link, or those ends may be firmly connected together by a hoop or by a rivet pin.
The end F is attached to the body with a joint, the end C being suspended from
the axles by a brace below the axle, which is drawn and retained in place
beneath the body by a jointed bar or spring H, as already described in
Figures 11 and 12. Figure 21, H, H, shews a single spring of the same
kind, serving both for suspension and for traction, and we denominate them
shifting fulcrum springs, to designate their action, on account of their leverage
shortening with the increase of weight; and note, springs, such as last-men-
tioned, and represented by C, E, and E, F, Figure 13, may also be used for
traction springs to railway carriages, the link at the end E of the combined springs

page_text: being fastened to the carriage, and their other ends C, F, being united by a
cord or a pair of links; the force of traction, being applied to the middle of that
cord or of that pair of links, will be. transmitted to the carriage with an elastic
intervention. Such shifting fulcrum springs may be used as buffer springs for
railway carriages, being applied in the manner of the springs E, E, Fig. 25; and
note, though we have described the foregoing improved springs as made of steel,
we do not confine ourselves to that material. alone, but use any other material
which may be eligible, as wood or whalebone, or any other available substance.
And another part of our improvements in the construction of wheel
carriages consists in several new modes, now to be described, of enabling car-
riages with three, four, or more wheels to lock or turn about so as in their
progression to move along curved courses either on common roads or railways.
Figure 14 is a lateral elevation, and Figure 15 a plan, of a light carriage to be
drawn by one or two horses. A, A, are two pivot bolts for 'connecting together
by a longitudinal bar C the fore and hind parts of the body B, B, which body
is comprised of two parts jointed together. D, D, are two keepers or bars. of
iron serving to hold the longitudinal bar C in contact with the under sides of
the bodies, but permitting the bodies to turn laterally about their respective
pivots A, A; and to regulate the turning motion a diagonal bar E, E, Figure 15,
is jointed to opposite corners of the fore and hind bodies, whereby in the locking
or turning each body with its pair of wheels is compelled to turn about equally
and simultaneously, but in contrary directions. Figure 16 is a lateral eleva-
tion, and Figure 17 a plan, of a railroad carriage on the same principle; wherein
two bars A, A, are applied, one below the bodies or jointed body, and the other
above. B, B, Figure 17, is the diagonal bar jointed at opposite corners of the
two bodies to ensure the equal and simultaneous; but contrary, movement of
each body. C, in both Figures, are segmental pieces projecting from each body,
with their convex surfaces pressing against each other, the radius of the curves
being described from the pivot bolts D, D, and by such contact the resistance to
which the longitudinal bars connecting the two bodies together are subjected
is in the direction of their length. Figure 18 is a lateral elevation of a frame-
work similarly constructed, but with a single longitudinal bar E, connecting
the two frames, the pivot bolts F, F, of which bar pass upwards through a
solid table platform or frame G, G, beneath which the two half frames H, H,
with the wheels turn; the object of the solid table or platform G, G, being to
carry such materials as may be too long for the half frame; and cannot be
conveniently divided. Figure 19 is a lateral elevation, and Figure 20 a plan
of a light carriage for common roads. A is a longitudinal bar firmly bolted to
the under side of the hinder body B, and connected with the fore body C, by

page_text: the pivot D, so that the fore body with its pair of wheels may be turned about
by the horses on the pivot D without disturbing the hind. body. E is an iron bar
.or keeper serving to retain the bar A in contact with the under side of the fore
body C, to prevent rattling or unsteadiness. This method may be applied to
railroad carriages also, but we do not consider it so advantageous as the method
previously shewn at Figures 16, 17, and. 18, where all the wheels turn about
so as to adapt themselves for proceeding along a regularly curved course;
and note, in lieu of the diagonal bar B, Figure 17, for giving simultaneous
movement to the fore and hind bodies, as aforesaid, two chains or cords or
straps may be applied between the curved segments C, Figure 17, and bending
over the same, one such chain, cord, or strap being connected to-the-two-bodies
at the same two corners as the diagonal; bar B, but the other being extended
in an oppositely diagonal direction, between the other two corners of the two
bodies. Another mode, whereby the front and hind bodies may be connected
when double pivots are used for locking or turning, is shewn by an elevation,
Figure 21, and plan, Figure 22, of a light 'carriage for common roads.
A, A, are the pivots of the front and hind bodies B and C. D is the
connecting bar. E, E, is a keeper to retain the bar D in contact with the
bottom of the front body; it is prolonged by a tail F, having a long slot
through it. G is a similar keeper for the hind body, but its tail, instead of a
slot, carries a stud or bolt H, which slides in the slot of the front keeper F,
whereby when the front body is turned at an angle the hind body is compelled
to make a similar movement in a contrary direction: The dotted lines,
Figure 22, shew the -two bodies turned to the full lock, when the bolt H
arriving at the outer extremity of the slot in the iron of the front body forms
the locking stop. This mode of turning may also be applied to carriages for
railroads or tramroads. Figures 23 and 24 shew the irons E, G, of larger
scale, and the bolt divided into two parts at K, so as to form a spring and to
prevent noise or rattling. Another modes of enabling a railway carriage to
bend laterally or lock is shewn at Figure 25, in plan, and. Figure 26, in
elevation. A, B, are the two parts of the carriage, which are combined
together. C, C, are hinge joints connecting the said two parts, but those
hinges not fixed fast to either the 'tails of the hinges, being capable of 'sliding
backwards and forwards in the sockets D, D, and 'the extremities of the hinge
tails having projections which stop them from being altogether drawn out of
their sockets D, D. A pair of curved springs E, E, and applied with their
convex middle parts in contact, and their extremities pressing against the
carriage, and forcing them each half apart one from the other to their extreme
limit that the stops on the hinge tails will allow. When the carriage is

page_text: the
passing round a curve the springs yield, and permit the carriage to shorten on t
concave side of the curve, the hinge tails at that side sliding in their sockets.
Or, instead of the springs E, E, two pairs of shifting fulcrum springs, such
as Figure 13, may be applied to operate in the same manner. When the car-
riage is propelled in a straight line, if the pressure becomes severe, the springs
E, E, will compress on both sides, and the hinge tails at both sides will slide in
their sockets, to enable such a carriage to turn round in a very sharp curve,
so as to avoid using a turn-table; and either of the hinge pins F may be with-
drawn, and the carriage may be turned in the position shewn by the dotted
lines, and the central iron bar G, which slides in the sockets H, H, will serve
to support the carriage in this position, and will limit the extreme bend or
lock by the projecting ends I, I, stopping against the sockets II, H. All the
above methods of enabling carriages to lock or turn may be applied to the
frames of locomotive engines, whether used for common roads or for railroads,
to enable the carriages to adapt themselves to the curves and irregularities of
the roads or railroads, and avoid the surplus friction attendant on the use of
carriages which have no lateral bend or lock; and, if required, carriages with
six or more wheels may be used, provided that the pivots are so arranged
that each of the axles may be either parallel with or at an angle with
the others, according to the straightness or crookedness of the road. Fig. 27
shews the lateral elevation, and Figure 28 a plan of a carriage suspended
on bow springs for a six-wheeled locomotive, constructed with a single joint
between each two pairs of wheels. It may be constructed with four wheels
if required, but we prefer six. A is the central frame strengthened with dia-
gonal timbers and iron ties, and placed on the impelled wheels, and carrying
the steam engine and boiler, or the engine alone, if required, in which case
B or C may carry the boiler, which is connected with the engine by a proper
horizontally-jointed steam tube or pipe. The other part, C or B, will serve in
lieu of the tenders for carrying water and fuel. D, D, are the joints reinforced
with iron stays E, E, connecting the three pairs of wheels together, and
permitting lateral flexure, but no vertical flexure. F are bow springs
suspending the frames A, B, and C. To prevent a carriage so constructed
from playing too loosely on its joints D, D, so as to be unsteady on the rails,
we apply elastic spring tension to give it lateral firmness, but with elastic
yielding when it bends laterally, enabling the carriage to pass along a curved
part of the rails without surplus friction. For this purpose we apply the
extension springs before described at Fig. 1, Sheet 1, which, by their power of
elongating or extending, produce the desired effect. G, G, are the extension
springs connecting and regulating the frames, and for adjustment of the

page_text: tension the springs G, G, may, if required, be provided with proper set
set screws to tighten or slacken at pleasure. Figure 29, Sheet II., is a plan
of a framework for a railway carriage with double pivots, and which may
also be applied to common roads. The bending or locking is regulated by a
pair of extension springs G, G, and which extension springs may be made to
unfasten so that each body A and B may turn round upon the central pivot
C and D at any required angle one with the other, or even till the two axles
of the wheels stand in one line end to end, the two bodies being in such cases
parallel. The object is to enable both bodies to turn till the axles are at right
angles with each other, when the carriage will turn round in a very small
compass, and then two parrallel lines of rails, being connected together by rails
laid in the form of a crescent or horse-shoe, of the most rapid curvature that
the carriage is capable of turning about in, the carriage may pass from one
line of rail to the other line, and by this means the necessity of using a turn-
plate may be avoided. Figure 30 is a plan shewing a mode of applying
bow springs as tracters and buffers for railway carriages, so that the springs
will act simultaneously, whatever number be applied to the carriage, or
whether it be the force of the traction or propulsion that acts on them. A, A,
are the bows; B, B, the cords or links. The bow springs are firmly bolted
to the carriage framework by their middles, and the traction rods are attached
to the chords or links at a, a, sliding longitudinally in the frame D, D. The two
traction rods, in consequence of this frame D, D, being connected by the iron
bars b, b, b, b, become laterally rigid, or nearly so, that the jointed carriage
cannot bend or turn to suit the curves of the road, except by forcing on the bow
springs laterally, which they resist with a spring tension, serving to keep the
carriage longitudinally straight till the friction of curves or other irregularities
causes the springs to yield, and thus an effect is produced similar to that of
the extension springs before shewn at Figures 27 and 28, also 29. In the
Drawings illustrating these our improved modes of locking, we have not shewn
any particular mode of framing the carriages, that being a matter understood
by all carriage constructors. And whereas locomotives on railroads are self-
guided by the flanged tyres of their wheels, our modes of spring tension on the
joints are very essential to their safe running for restraining the too free
lateral action. But on common roads, where the locomotives require to be
steered, we propose to steer them when they are made on any of our foregoing
plans, by means of blocks and pullies, with suitable steering tackle connecting
the frames together, so as to be capable of bending them from a straight line
to any required angle, or vice versa.
Another part of our improvements in wheel carriages consists in a new mode

page_text: of constructing wheels to be used either on railways or common roads. Figure 31
is the lateral elevation, and Figure 32 the cross section of one kind of improved
railway wheels. A, A, is an inner wheel, which may be either of,cast iron or of
wrought iron, or of cast and wrought iron combined, or it may be made of wood,
the outer rim of it having projecting flanges round the circumference, forming a
channel to give lateral security to a series of felloes or segments of wood which are
applied round it, as denoted by B, or a single flange projecting, from the mid-
breadth of the rimmay be used to produce the same effect. These segments B
being fitted together with proper dowels, are surrounded with a similar circle of
like segments C, the joints of one of the circles of wood segments G interspacing
mutually with thejoints of the other circle B, and the whole being hooped by an
iron tyre D, which may be shrunk on in the usual mode, to bind the whole toge-
ther; and also anouter or wearing tyre E may be shrunk on over the said tyre D,
if required; and in some cases one circle of wood segments only may be used, if
judged sufficient, and so only one wearing tyre E may be used without the first-
mentioned tyre D. By thus interposing a circle of wood, whether composed of
one or more rings of segments between a firm inner wheel, and the tyre whether
double or single around the circumference of the wheel, the pressure being exerted
laterally in respect of the grain of the wood of the segments, their elasticity will
alleviate the mischievous and unpleasant effects of concussion, and render the
wheel more durable. Figure 33 is an elevation, and Figures 34 and 35 cross
sections, explaining another mode in which we construct wooden wheels for
railways or for common roads, in order to prevent damage to a wheel in case
its axle box become heated by rapid travelling. A, M, is the axle box of cast
or wrought iron, or a combination of both with open spaces or small spokes
connecting the central boss M with a periphery A, B, a circle of small felloes
of wood, firnily banded round the axle box by one hoop, as C, Figure 34, or by
two hoops, C, C, Figure 35, those felloes being prevented from shifting sideways
by either one flange d, d, projecting around the periphery Ad, Figure 34, or by
two such flanges, as in Figure 35, and the said felloes being properly rivetted
to prevent splitting laterally. The box felloes and bands or hoops thus form a
nave wherein mortices may be cut suitably, either for a double set of spokes,
as Figure 34, or for one set of spokes; as in Figure 35. The outer felloes and
tyre are applied on either kind of spokes in the usual way..!
Figure 36 is an elevation, and Figure 37 a cross section, explaining another
mode of constructing wooden wheels for locomotive engines, or for carriages or
heavy weights. A is a double ring of felloes, with their joints mutually interspaced.
The innermost of the rings is sustained by a double line of spokes intersecting
each other at or about. the middle of their. length without touching, as

page_text: shewn at B, Figure 37, so that the wlicel will possess considerable lateral
elasticity without losing lateral strength. The hoop tyres are to be shrunk on
in the usual way, either in one or more breadths, as most convenient. And if
the wheel is required to have a flange for railways, such flanges may be
bolted on laterally, as shewn at C, Figure 37. Figure 38 is a lateral,
and Figure 39 a front elevation, explaining another part of our improve-
ments, in wheel carriages, consisting in dragging or retarding the wheels of
carriages drawn by horses, by means of breaks brought in contact with the
circumference of the wheels, with intervening springs. The Figures represent a
two-wheeled carriage, on the foremost part of a four-wheeled carriage, whereof
the body. is composed of two parts jointed together, the driver's seat in either
case turning about with the horses and with the axle of the front wheels.
The splinter bar A is fastened to the shafts or to the pole B, and both
are suspended from the body or driver's seat above by two vertical extension
springs C, of the kind before .described, whereof the upper ends are jointed
to the body below the driver's seat, and the lower ends are jointed to the
splintre bar. At the ends of the splintre bar are attached, by suitable iron
work, two brakes or segments of wood E, E, conformable with the circumfe-
rences of the wheels; the splintre bar is attached to the body horizontally by two
other extension springs F, F, which, when the horses draw, will yield to a
certain extent, and prevent a jerk when starting the vehicle into motion; and
when it is required to stop the carriage on a declivity, or suddenly, as is the
case with omnibuses in the streets of towns, the treddle H being depressed,
will release the shafts or pole B, or so much as to allow the springs F, F, to
compress, and the brakes E, E, to be brought by the stopping effort of the
horses into contact with the wheel tyres, with a force corresponding to the
advancing force of the carriage, and by their friction those brakes will assist
to retard the carriage. The treddle H, by depressing the shafts or the pole
in the space between its retaining forks D, D, wherein it is upheld by the
action of the springs C, C, causes a stop G, which is provided on the upper
side of the shafts or of the pole, to back, freely into the fork for the above
purpose; but when. the treddle H is not pressed, the said stop will retain the
shafts or the pole from going backwards in the forks, and allow the carriage
to be backed without bringing the brakes into action. In Figure 38, the
hind part of the wheel is represented with a lever brake X, W, connected by
an extension spring Z with the hind axle of a four-wheeled carriage, such as
an omnibus, so that the conductor may press it downwards," by applying his
foot or hands at W. The extension spring Z connects the end X of the brake
lever X, W, with an axle fastening Y; the lever X, W, which is elastic,

page_text: being jointed to the upper part of the extension spring Z, and by pressure on
the end W the wooden brake V is pressed in contact with the circumference
of the wheel, and as the wheel revolves, the extension spring Z will move
forward about its joint at Y, which, being eccentric to the wheel, will gra-
dually increase the pressure thereon, and the extension of the spring Z will
prevent jerks.
Another part of our improvements in the construction of wheel carriages
consists in a drag or brake for railway carriages, to act on the rails by
pinching them laterally between two parallel jaws. Figure 40 is a plan of
a pair of such brakes; Figure 41, a cross section; and Figure 42, a lateral
elevation of part of a carriage, with the said pair of brakes applied thereto.
A, A, are the brakes or slides, which may be of cast or wrought iron, or
wood, or wood and metal, as may be most desirable, each pair connected
together so as to form a pair by the horizontal levers B, B; the parallelism
of each two brakes A, A, being preserved by the jointed links C, C, parallel
ruler fashion, as well as by the joints of the levers B, B. Each such pair of
brakes is sustained on each side of the carriage by the levers B, B, being affixed
at the lower ends of two vertical axles D, D, which are mounted in sockets
affixed to the carriage frame E, Figure 41 and 42, so as to allow the brakes
to turn or swivel about those axles. The cross bar F sustains the two vertical
axles D, D, laterally, and there is an eye in the middle of the bar F to attach
a rope or chain, which, by passing over pullies sustained by the carriage frame-
work, and over other pullies to the seat of the conductor or brakesman, enables
him to keep the brakes suspended over the level of the rails. The two com-
pression springs G, G, aid the weight of the parts to force the brakes downwards
when the suspension rope is let loose by the conductor, and when the levers B, B,
and links C, C, come to rest on the rails, then the two brakes A, A, of each pair
will include the edges of the rails between them, and be in a proper position to
be closed, one towards the other, by force of their levers B, B, aided by their
links C, C; the tail ends of those levers B, B, being for that purpose drawn either
way in the direction of the arrows by any suitable connection of links, cords, or
chains, from the hand of the conductor to those tail ends. When thus put in
action, each part of the brakes A, A, will pinch the rails between them laterally
with more or less pressure in proportion to the force applied to the tail ends of the
levers, and one of the compression springs G, G, will become an extension spring,
whilst the other G will become a compression spring, acting together to advance
brakes forward along the carriage; but the clastic action of these springs will
diminish concussion to the carriage, and preserve the vertical axles D, D, from
undue strain. When the brake is not required to be in use the brakesman, by

page_text: pulling the cord F, can hoist the brakes upwards, overcoming their springs G, G,
and the cord F being made fast, will retain the brakes suspended out of the
way above the level of the rails.
And that part of our said improvements which are applicable to securing
ships and other vessels, consists in using longitudinal extension springs of
the nature herein-before described, for the purpose of easing the strain
of sudden shocks caused by wind or waves, or other violent action, on the
standing rigging and cables of such vessels. For standing rigging we prefer
the simplest form of extension spring, as shewn at Figure 1, Sheet I., one end
of such spring being attached to the hull of the vessel in the usual mode of other
fastenings of shrouds or stays, and the other end being made fast to the ropes or
chains, or rods or wires, or bundles of wires or bars, constituting the standing
rigging, the springs being of such proportion and strength that when the rigging
is strained into sufficient tension, the springs will retain sufficient curvature to
yield as much by elongation as will serve to moderate the sudden strain ensuing
from violent winds and waves, or other causes. This application is so simple,
that it does not require illustrating by Drawings. Figures 43 and 44 show a
mode of combining several springs by fitting them into a pair of metal frames,
so that any number of them may act simultaneously, the springs being all con-
nected to those frames by bolts passing through their eyes to form joints,
which will permit the springs to shorten or lengthen. By this mode springs
may be applied to moderate the snatches or cables, such frame of springs being
made fast to the vessel at one end by its shackle, and the stopper for the cable
being connected to the shackle at the other end; such frames may, if required,
be duplicated, one at the end of another, as shewn by the Figures 43 and 44,
or may be otherwise multiplied to any extent requisite to afford a sufficient
yielding. By this means slighter chains may be used than has hitherto been
lone, with equal safety to a ship; or chains of the usual size will be more safe
than heretofore, because the snatches of a chain expose it to a force many
times greater than that due to the steady pull of the vessel at anchor. The
springs may be made of parallel steel bars, varying from three-eighth parts of
an inch by four inches wide, up to half an inch by twelve inches wide or more,
and from 3 to 4 feet long; and, where great strengths are required, it must
be obtained by increasing the number rather than the sizes of the plates, as it is
difficult to obtain steel of trustworthy quality in very large sizes; and, by mul-
tiplying the number of the plates in the frame, the power may be accumulated
to any required extent; the springs are to be hardened and tempered as usual.
That part of our said improvement which is applicable to machinery for
propelling, consists in the application of longitudinal extension or other springs

page_text: to the paddle wheels of steam vessels, or to the impelled wheels of locomotive
engines, in order to moderate the snatches or shocks to which such wheels are
liable. For snatches are caused by the variation of the force exerted by the
engines, and by variation of the resistance which the paddle wheels encounter
in dipping to an uncertain depth into agitated water, and that often more on
one side of the vessel than on the other side; likewise, in consequence of the
varying force exerted by engines when at the least favorable, and at the most
favorable periods of each stroke of their pistons, and also by reactions when
starting into motion from rest, or stopping their motion; or, in the case of
locomotive engines, irregularities of strains, are caused by variation of the
resistance to the advance of the carriage, and by the varying force exerted by
the engines at different periods of each stroke, and particularly by the variation
that is caused in the resistance whenever the engine and the train require to
be started from rest to motion, or stopped, or whenever the velocity requires
to be materially altered.
Fig. 45 is a lateral elevation, and Figure 46 a cross section of a paddle wheel
for a steam vessel. A, A, is circular rim of the wheel; and a, a, the paddle boards,
the arms or spokes connecting them with the axis C being broken off, in
Figure 45, to avoid confusing those arms with the springs. The usual centre
pieces for the arms of the wheel are not keyed fast on its axis C, but can turn
a little round about thercon, together with the whole wheel and its paddle
boards. D is an additional centre piece keyed fast as on the axis C, and to the
circumference of the centre piece D the ends of a number of curved extension
springs E, E, are connected by joint pins, the other ends of the said springs
being connected in a similar manner to the circular rim A, A, of the wheel;
each spring having an eye at each end to receive the joint pin. When the
axis C of the wheel is urged round, the force and motion will not be transmitted
to the wheel itself with the paddle boards, except through the medium of all the
several springs E, E, which operate in the manner of drag links, but they drag
with an elastic action, for they are drawn out or extended in an imaginary
straight line from the joint at one end of each spring to the joint at the other
end thereof, in opposition to the elasticity of each spring, which tends to retain
a curved form, and the springs will be so extended in case the axis C is turned
round backwards instead of forwards. In either case the springs tend to ease
all concussions which result from the turning round of the wheels, for the
wheel is permitted to yield by twisting a little round upon its axis, (either
forwards or backwards, as the case may be,) until that twisting is limited by
the reaction of the spring tension, which increases according to the force
of resistance which the paddle boards encounter for the time being, whether

page_text: more or less: A-like application may be made to the impelled wheels of loco-
motive engines, or of other machinery, either stationary or locomotive. In
order to diminish the unpleasant concussion experienced in steam vessels
from the reciprocating action of the engines, in addition to the application
of springs to the paddle wheels as above described, the fastenings down or
supports of the engines may be altogether detached from the bottom of the
vessel, and the frames of the engines fastened upon a suitable basis or platform
of wood and metal, which may be suspended, or partly suspended, from cross
beams athwart the vessel, by combining a number of extension springs, such as
those before described; that platform being also supported on cushions of
elastic materials, or on timbers so combined as to form wooden springs, similar
to the shifting fulcrum springs before' described at Figure 13. The engine
may be thus entirely isolated from the hull, except by the intervention of such
elastic suspensions and supports. Figure 47 is the cross section of a steam
vessel. A, A, the crank and paddle wheel axis, supported by suitable framings
BB; of the engine, the axis passing through the sides of the vessel without
touching; C; C, a cross beam of the vessel, firmly fixed' athwartship; L, L, the
platform or basis of the engines, suspended from the cross beams C, C, by any
number of extension springs D, D, and other such cross beams as C, C, with
suspension springs D, D, may be fixed athwartship where convenient, and
other extension springs may also be suspended to the sides of the vessel, to
sustain the Basis L, L, at a sufficient number of points to render it firm,
although elastic; also the middle of the basis may be supported throughout its
length by an elastic under timbers F serving as springs, being sustained on
blocks G, from the kelson H, at proper intervals apart, to form elastic springs
for bearing part of the weight and strain in aid of the suspension springs 1), D;
or, instead of such timber support, shifting fulcrum springs of steel or timber,
or other springs or elastic cushions of hair or wool, or other similar material,
may be interposed between the basis L, L, and the bottom of the vessel.
Another part of our improvement in wheel carriages consists in a new
mode of applying lubricating substances to axle bearings for wheels, in cases
where those bearings bear downwards upon the axle. Figures 48 and 49,
A, A, is the upper part of a grease box, such as commonly used for railroad
carriages; B is the bearing brass; C, the axle; D, the ordinary reservoir for
grease or oil; E; the opening or feed hole, passing down through the bearing
brass from the reservoir D to the axle'C; F, G, is a lower cap, similar to that
commonly used to keep away dirt, but which is formed by us into a cup or
reservoir by rising up at G nearly to "touch the axle; and we place a piece
of sponge M in the lower part of the cup' or reservoir F; G, to touch the

page_text: under side of the axle C. Oil or grease being put into the reservoir D, the
revolution of the axles will carry it down until the lower cup F is full as high as
the lip G, Figure 49, will retain it. The said sponge M, by pressing elastically
upwards, beneath the axle C, delivers to its revolving surface the oil or grease
wherein it is immersed, and wherewith it becomes charged. Any other
absobent substance, such as wool or cotton, or tissues of the same, or a small
bag of coarse flannel or blanket, stuffed with elastic hair, may be used to
produce the same effect as sponge, or steel springs may be used, pressing such
substance upwards against the axle. The oil or grease being introduced at the
upper reservoir D, produces lubrication in its descent therefrom, as usual; but, in
addition thereto, our said application of sponge, or other like substance, produces
further lubrication from the lower reservoir F, which did not formerly take place.
And another part of our improvements in wheel carriages consists in a
new mode of constructing axles with yielding collars for permitting end
play of the boxes upon the axle arms, the back collar against which the inner
end of the box applies being fitted to slide endways on the axle arm, but not
to revolve thereon; and that loose collar being pressed by a spring towards the
wheel will yield slightly, and allow the wheel to do the same, so as to avoid
much of the lateral concussions to which ordinary wheels are subjected.
Figure 50, A is the axle arm; B is the loose collar fitted on it; C, a spring
which always urges the collar to press against the axle box of the wheel;
D, the shoulder of the axle, which limits the extent of motion of the collar B
on the axle arm, and consequently the lateral yielding of the wheel.
And another part of our improvements in wheel carriages consists in
allowing those two collars which apply to the two ends of the axle box
to slide along the axle arm, but not to turn round thereon, springs being
suitably applied to urge both their collars towards their respective ends of
the axle box, in order that by the yielding of those springs, and the sliding
of the said collars, the wheel may be enabled to yield to and elude violence
from lateral obstacles. A, A, Figure 51, are the collars, each being fitted to
slide along the axle arm, but with a stud to prevent the collar turning round
thereon. The cylindrical axle box B, B, revolves round the arm, the ends of
the box being in contact with the collars A, A, which collars may be of a conical
form to fit into corresponding hollows at each end of the box; C is the nut
which secures the box on the axle. Between the nut and outermost moveable
collar we interpose a disc D of spring steel, raised to the form of a conical dish,
and one side cut open. A similar spring dish is interposed between the inner-
most moveable collar and the shoulder E of the axle. The nut C should be
screwed hard up against the shoulder of its screw on the outermost end of the

page_text: axle arm, and the box B will be retained in one place endways on the axle arm
between the two moveable collars A, A, with sufficient steadiness; but as those
two collars are only retained by their spring discs D, D, they can yield to allow
the box to slide endways on the axle arm, as well as to revolve thereon, and
the elasticity of the disc springs D, D, will react against the end play either way.
same.
And another part of our improvements in wheel carriages relates to
the manner of using cranked axles, so that the weight of the body of the
carriage is sustained by the lower part of the crank, and upon a circular
or cylindrical part thereof, which will permit of motion round about that
part: see Figure 52 and Figure 53. A is the axle arm; C is the crank down
part of the axle; M, Figure 53, the circular or cylindrical part thereof, which
supports the weight of the body, that weight being sustained by bearing
brasses B, fitted around the said part C, with liberty of motion around the
The operation of this is, that the cranked axle being so used causes the
load to be suspended pendulum fashion from the centres of the wheels, which
are not, therefore, compelled to advance forwards in precise coincidence with
the advance of that part of the body, or of its springs, which rests by its
bearing brasses B on the crank down part C of the axle, but when the wheel
meets with an obstacle it will not be urged so abruptly over the same, because
it can yield backwards, or hesitate, or hang back a little in respret to the body,
in order to surmount such obstacle with less violence, and after passing beyond
such obstacle, the tendency of the pendulum suspension of the weight will
operate to readvance the wheel forwards in respect to the body as much as it
had got.in arrear by. such yielding, or hanging back, or hesitation, as aforesaid.
And another part of our improvements in wheel carriages consists in a mode
of adjusting the position of the body of a double-seated two-wheeled carriage,
in respect to the position of the axle of its wheels, so that it may have a suitable
balancement of weight before and weight behind that axle, as well when only
the front seat is occupied by riders as when both the front and the hind seat
are so occupied. A, A, Figure 54, Sheet 1, is the shaft; B, the body; C, C,
cross rails fixed on the shafts to sustain the body, so that it can slide backward
or forward thereon; D, an iron bracket fixed on the shaft, to form a fulcrum or
centre of motion for E, E, a footboard to the hinder seat, which board is moveable
on a centre pin borne by the bracket D; F, an iron stay fixed to the hind part
of the body, and projecting downwards therefrom, so that a stud pin at the
lower end of the footboard E can work in a slot in the iron stay F. When
the footboard E is, turned downwards about its fulcrum or centre of motion
the said stud pin at the lower part of the footboard operates on the slot of the
stay F, with leverage to slide the body forward on its cross rails C, C, to the

page_text: position of the dotted lines, in which position the weight of the body, having
both its seats occupied, will become suitably apportioned before and behind
the axle; but when only the front seat is to be occupied, then, in the act of
turning the footboard E, E, upwards, about its centre, into the position repre-
sented, the body will become slided so far backwards on its cross rails C, C, as
will suit for balance, with only the front seat occupied.
Another part of our improvements in wheel carriages consists in constructing
the bodies of railways carriages with boards put together, without framings, for
receiving and sustaining panels, as is the usual mode of making such carriage
bodies. For this purpose the edges of the boards which are to be united to
form the body are to be fitted together by mutually rebating, mitring, or dove-
tailing, and fastened by nailing, screwing, or gluing, or cementing them toge-
ther, the bodies so formed being reinforced at their interior angles by detached
blocks fitted into such angles, and fastened therein with glue or cement, with
nails, or screws, or rivets, if desired, or, instead of mere blocks, long angle
battens may be fitted into such angles, and fastened therein by screwing, nailing,
or by nails or pins rivetted with burrs or washers, after the fashion of boat
builders; or bodies so formed without framing may be reinforced at the exterior
angles by application of suitable angle or gutter iron to lap over those angles,
such angle or gutter iron being fastened in place by nailing, screwing, or rivet-
ting with burrs or washers. This mode is represented by Figure 57, Sheet I.
Another part of our improvements in wheel carriages consists in an improved
mode of making cranked or bended axles by a combination of wood and iron.
This part of our present improvements being an improvement on a former
mode invented by me, the said William Bridges Adams, and included in
Letters Patent granted to me by His late Majesty, and bearing date the
Twentieth day of October, One thousand eight hundred and thirty-six. In that
former mode plates are disposed edgeways upwards, to reinforce the wood at
the lower or midlength part of the cranked axle, one such plate at the front or
foremost face of the wood, and the other plate at the back or hindmost face
thereof. Whereas our present improvement thereon consists in disposing such
plates flatways or horizontally, one such plate above the wood, and there may
be also another below the same. Figure 55, Sheet II., shews a cranked or
bended axle, made according to this part of our present improvement. A, A,
are the axle arms as usual. B is the uppermost plate, disposed flatways above
the wood D; it is continued from each of the arms, and may either extend all
the length from one arm to the other, or may be in two parts, meeting at the
midlength, and overlapping, if preferred. C is the lowermost flat plate, also
continued from each of the arms in the same manner as the upper plate. Dis

page_text: the wood bed or tree fitted between the plates and frame, united by rivets or
screws pins put through all three, or hoops or bands may be put around all
three. The wood D may either be of one piece of beut timber or one straight
piece, with the crank ends united to it; and note, the iron plates B, C, instead
of being welded as continuations of the irons, such welded continuation need
not extend all the length, or half length, but the requisite extension may be
picces suitably united by dovetailing or overlapping and rivetting to make
out the whole length. Figure 56 shews a mode of constructing a bended or
cranked axle, with only a straight piece of wood at the bottom of the crank,
the vertical portions B, B, of the crank being welded continuations of the two
arms A, A; C, C, the straight middle portion of the iron of the crank applying
to the under side of the wood axletree or bed D. That middle portion C, C,
may be either one welded connection extending all the way from one arm A
to the other arm, or may be two distinct pieces of iron extending in welded
continuation from each arm A, A, to the midlength of the crank, and there
meeting and uniting by overlapping, if required. In either case the iron and
the wood to be firmly united by screwed or rivetted pins passing through both,
also with hoops surrounding both at each end of the straight part of the crank,
and heave war be also audied in the milllowest nant

page_text: Thirdly, the application to wheel carriages of the combined extension and
compression springs, as herein-before described, and shewn at Figure 5.
Fourthly, the application to wheel carriages of the twisted blade springs
herein-before described, and shewn at Figure 9, Sheet I.
Fifthly, the application to wheel carriages of the longitudinal compression
springs herein-before described, and shewn at Figure 6, Sheet I.
Sixthly, the application to wheel carriages of the springs herein-before
described, and shewn at Figure 10, which we denominate sword-blade springs,
and which serve both as tractor and buffer springs to railway carriages, and
also longitudinal extension springs H, H, Figure 10, applied in a similar
manner.
Seventhly, the application to wheel carriages of the C bow springs herein-
before described, and shewn at Figure 11, for suspending the bodies of carriages,
the axles thereof being maintained in due place beneath the carriage by exten-
sion and compression springs, or else by inextensible rods jointed at their
hindermost ends to the axle, and jointed at their foremost ends to the under
part of the body, the bow springs which suspend the body being in like
manner jointed at both their upper and at their lower ends to suspend the body
from a connexion with the axletree, or with the frame of the carriage, by
suitable connecting shackles and braces.
Eighthly, we claim the application to wheel carriages of sugar-tongs springs
herein-before described and represented in Figure 12, the axle being main-
tained in due place by extension and compression springs, or by inextensible
rods jointed at their opposite ends, as herein-before mentioned in respect to
the seventh article.
Ninthly, the application to wheel carriages of the shifting fulcrum springs
herein-before described, and shewn at Figures 13 and 21, for suspending or
bearing the bodies, each such shifting fulcrum spring being formed of a blade
firmly attached by one of its ends either to the end of another like blade, or
else to the bearing bed of the spring, in either case the support of the said
attached end of the blade being the contact of a convex surface either of the
blade or of the two blades, or of the said bearing, in order that as the blade or
the blades become more bended by greater weight, the said contact will advance
towards the moveable end of the blade or blades, so as to diminish the active
length of the blade or blades, and give the spring more strength to enable it to
bear the greater load, and such springs may also serve as traction springs, or
as buffing springs, in the mode shewn at Figure 25.
Tenthly, the application to machinery for propelling of extension springs,
such as herein-before described and represented by Figures 45 and 46, by way

page_text: of clastic drag links for transmitting rotatory force from the axes of such
machinery for propelling to the wheels, which are mounted on such axle by in-
tervention of elastic connection, which will give ease to shocks; and, also the
application of such springs in like manner to the purpose of communicating
motion to the wheels of other machinery, wherein it is desirable to give ease to
shocks...
Eleventhly, the application of extension springs, as herein-before described,
and shewn at Figures 28 and 29, or of bow springs such as shewn at Figure 30,
or of any variety of springs herein-before described for the fastening or stopper
to the chain or other cables by which vessels are riding.
Twelfthly, the application to the iron rigging of vessels, whether chains, rods,
or wires, of the extension springs herein-before described, and shewn at Figure 1
and 2, or of other springs herein-before described, in order to moderate the
shocks produced by the sudden pitching of vessels, extension springs for such
purpose being, if required, combined in any suitable number, in the manner of
Figures 43 and 44.
Thirteenthly, the application to steam vessels 'of extension springs suitably
combined, as therein-before described, and shewn at Figure 47, and wooden
spring beams acting in the manner of shifting fulcrum springs, for the purpose
of suspending or attaching the engine and machinery, or parts thereof, to the
vessel, so that the effect of shocks may be moderated.
Fourteenthly, the application to railway carriages of spring tension, in the
manner herein-before described, and shewn by Figures 25 and 26, 27 and 28,
29 and 30, to such carriages as consist of a series of frames or bodies jointed
together or vertebrated between each pair of wheels, such vertebrated carriages
being part of certain improvements for which former Letters Patent were
granted to the said William Bridges Adams, dated the Twentieth day of
October, One thousand eight hundred and thirty-six. This part of our
present improvements being confined to the application of springs thereto, for
the purpose of partly counteracting the flexibility of such vertebrated carriages,
which might tend to allow them to run off the rails; but by application of the
present improvement a vertebrated carriage, composed of a series of frames or
bodies jointed together between each pair of wheels, although flexible laterally
will be elastically flexible, with a constant tendency to resume its straight
direction, that is, with the axles of all its several wheels truly parallel to each
other.
Fifteenthly, the mode of enabling jointed_bodied carriages, either for rail-

page_text: turn about, as herein-before described, and shewn at Figures 14 and 15, 16 and
17, 18, 19, and 20, 21 and 22, 25 and 26, also 29.
Sixteenthly, the construction of jointed bodies or vertebrated railway carriages,
herein-before described, and shewn at Figures 25 and 26, also 29, in which, by
withdrawing a connecting or joint pin, the adjacent frames or bodies, with their 5
respective pairs of wheels, may be swivelled round, in order to place the axles
of these pairs of wheels at a very considerable angle with each other, so as to
qualify the carriage for going round about in a circle of such moderate diameter
as that the carriage may be turned and transferred from one line of rails to the
other, by going round in curved rails, which join the ends of the two lines of rails 1
one to the other, thereby effecting the requisite turning and transference with-
out resorting to the use of turn-plates, which are indispensably necessary in order
to turn and transfer ordinary railway carriages.
Seventeenthly, the mode herein-before described of steering such locomotive
steam carriages for common roads as have jointed bodies by means of ropes 1
and pullies acting on the two bodies, so as to draw them into an angle with
each other on either side of their course, as may be required.
Eighteenthly, the modes herein-before described, and shewn at Figures 31
and 32, 33, 34, and 35, also 36 and 37, of constructing wheels for railways
and other carriages, and the application of side flanges not forming part of the 2
tire, but bolted on laterally, as shewn in Figure 37.
Nineteenthly, the mode herein-before described, and shewn at Figures 38
and 39, of applying extension and compression springs to brakes or friction
clogs, for retarding the wheels of carriages for common roads.
Twentiethly, the mode of retarding the speed of railway carriages, herein- 2
before described, and shewn at Figures 40, 41, and 42, by the friction of pairs
of drags pinching the opposite edges of the rails between them.
Twenty-firstly, the mode herein-before described, and shewn at Figures 48
and 49, of lubricating the bearing parts of the axles of railway carriages.
Twenty-secondly, the mode herein-before described, and shewn at Figures 50 3
and 51, of constructing axles and boxes of carriage wheels with sliding collars
for the boxes retained in place by springs.
Twenty-thirdly, the mode herein-before described, and shewn at Figures 52
and 53, of applying the bodies of carriages upon cranked axles, or axles having
cranked arms descending from them, so that the weight of the body will hang 3
pendulum fashion on the lower part of the crank, on joint pins at the lower
ends of the descending crank arms.
Twenty-fourthly, the mode herein-before described, and shewn by Figure 54,

page_text: Sheet I., of causing a double-seated body for a two-wheeled carriage to acco-
modate itself in its position over the axle of the wheels, suitably for balancing
the weight when the front seat alone is occupied, or when both hind and front
seats are occupied.
Twenty-fifthly, the mode herein-before described of constructing the bodies
of railway carriages, with boards suitably united and combined, but without
framing and pannelling, as shewn at Figure 57, Sheet 1.
Twenty-sixthly, the improved modes herein-before described of constructing
such cranked axles for carriages as are made of wood and iron combined, such
combined cranked axles being part of certain improvements for which former
Letters Patent were granted to me, the said William Bridges Adams, dated
the 20th day of October 1836, this part of our present improvements being
confined to the disposition of the iron plates flatways, upwards, above, and
below the wood, as herein-before described, and shewn at Figure 55, and also
to the mode of applying a wooden bed to give strength to a cranked axle, as
herein-before described, shewn at Figure 56.
In witness whereof, I, the said William Bridges Adams, have hereunto
set my hand and seal, the Fifteenth day of February, One thousand
presence o
CHA EVANS, Gray's Inn, Sqro, Sol";
WILL JA GRANT, Clerk to Messrs. Shearman &
Evans, Gray's Inn.
AND BE IT REMEMBERED, that on the Fifteenth day of February, in
the third year of the reign of Her Majesty Queen Victoria, the said William
Bridges Adams came before our said Lady the Queen in Her Chancery, and
acknowledged the Instrument aforesaid, and all and every thing therein con-
tained and specified, in form above written. And also the Instrument aforesaid
was stamped according to the tenor of the Statute made in the fifty-fifth year
of the reign of His late Majesty King George the Third.
Inrolled the Fifteenth day of February, One thousand eight hundred and