CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF WHEELED CARRIAGES, AND OF WHEELS TO BE ATTACHED TO THE SAID CARRIAGES, OR FOR OTHER PURPOSES
Year: 1827

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, GEORGE.
BURGES, of Baker Street, Bagnigge Wells, in the County of Middlesex,
Gentleman, send greeting.
WHEREAS His present most Excellent Majesty King George the Fourth,
by His Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Twenty-sixth day of May, One. thousand eight hundred
and twenty-seven, in the eighth year of His reign, did, for Himself, His heirs:
and successors, give and grant unto me, the said George Burges, His especial.
licence, sole privilege and authority, that I, the said George Burges, my
exors, adññiors, and assigns, or such others as I, the said George Burges,
my exors, admors, or assigns, should at any time agree with, and no
others, from time to time and at all times during the term of years therein
expressed, should and lawfully might make, use, exercise, and vend, within
England, Wales, and the Town of Berwick-upon-Tweed, my Invention of
"CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF WHEELED CARRIAGES, AND
OF WHEELS TO BE ATTACHED TO THE SAID CARRIAGES, OR FOR OTHER PURPOSES;"
in which said Letters Patent is contained a proviso, obliging me,- the said
George Burges, by an instrument in writing under my hand and seal, particu-
larly to describe and ascertain the nature of my said. Invention, and in what
manner the same is to be performed, and to cause the same to be inrolled
in His Majesty's High Court of Chancery within six calendar months next
and immediately after the date of the said in part recited Letters Patent

page_text: as in and by the same, reference being thereunto had, will more fully and at
large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
George Burges, do declare the nature of my said Invention in manner
following (that is to say):-
Of all the plans hitherto adopted for the non-attainment of the very object
which the planner vainly endeavoured to accomplish, the usual method of
building four-wheeled carriages may be fairly quoted for its pre-eminence in
absurdity, where, through the most unaccountable disregard of the first prin-
ciples of the laws of matter at rest and in motion, the problem has been solved
the very reverve of the one whose solution was required, viz., how to produce
the minimum of effect with the maximum of power. But as the defects of
a stupid system cease to excite even momentary attention as soon as the per-
fections of a sensible one are brought to light, it is needless to dwell upon the
painful detail of the why and wherefore horses are knocked up, carriages
overturned, and limb and life endangered and sacrificed through the ignorance
of professors in the art and mystery of coach building. It is more pertinent
to the subject in hand to state distinctly and in few words the objects which
the Patentee has in view, the means by which those objects are to be effected,
and the results which those means are calculated to produce. The objects
then, are, first, to equalize the weight; second, to diminish the friction; third,
to facilitate the draught. The means are, first, by a new construction of the
wheel and box; second, by a new form of carriage and body; third, by a
new disposition of the points of draught. The results will be, first, to diminish
expence; second, to increase speed; and third, to insure safety. In every
point. of view, therefore, the proposed system may be contrasted advantageously
with the existing one, which, strange to say, concentrates within itself every
possible disadvantage from the inequality of the weights, the increase of
friction, the diminution of speed, the want of safety; and the cost of the
carriage, no less in its new state than in the subsequent repairs, to which an
imperfect machine is of necessity liable. All vehicles are composed of four
parts, 1, the revolving, or wheels; 2, the directing, or carriage; 3, the con-
taining, or body; 4, the drawing, or shafts; and unless each and all of these
parts are constructed according to the universal laws of matter at rest and in
notion the vehicle must needs be defective. Now, the knowledge of the
universal laws of matter of rest and in motion is obtained only by observing
the phenomena of matter at rest and in motion, and by reasoning upon the
phenomena so observed we arrive at the following inferences applicable as
facts in a correct system of carriage building. 1, that the base of a body

page_text: required to stand most firmly upon a level or inclined surface must be a
square; 2, that the sides of a body required to move most easily through a
vertical fluid must be an ellipse; 3, that the power of one body to support
another depends upon not the quantity but the union of the particles
of matter in the supporting body; 4, that the power of one body to
press another depends upon the number of particles of matter in the former
bearing upon, not the different and distant, but the same or contiguous par-
ticles of the latter; 5, that to move a body most easily, the moving power
must be applied to the particles of that body not detached from, but con-
tiguous to, its centre of gravity; and, lastly, that to move most casily two or
more bodies connected together their common centre of gravity must be in the
plane parallel to that on which the bodies are to move. Of these facts not
one seems to be known to coach builders, or if known not one has been adopted,
at least in the case of carriages with three or four wheels, while the Patentec,
confident that what is right in theory cannot be wrong in practice, has been
enabled, by directing his attention to points disregarded by others, to construct
vehicles upon principles that court enquiry and defy reproof. The Patentee is
not ignorant that various attempts have been made to correct the many
manifest and manyfold errors of the present system of coach building;
but as each improvement has been suggested only by a partial view of a
particular defect, the result has been comparatively trifling, while in other
cases the disadvantages of the alteration have more than counterbalanced its
advantages, and the natural consequence has been the confirmed continuance
of a system radically wrong to be remedied by a radical reform alone, which
can only then be certain and complete when it is seen to be founded upon the
unerring principles of geometry and mechanics united.
After this general
view of the theory on which the improved system of carriage building is
founded, it only remains to shew how the improvements can be casily carried
into practice, which will be best understood by a reference to the Drawing
hereunto annexed, where Fig. 1 represents a section of the hexacytle axle
box. Fig. 2, a section of the asteroide wheel. Fig. 3, a linear diagram,
shewing the construction of the bed of the four-wheeled carriage, together
with the necessary peristrephic movements. Fig. 4 a similar diagram of
the three-wheeled car. Fig. 5, a similar diagram of the double hyperbolic
shafts; and Fig. 6, a side elevation of the carriage with its body complete.
N.B. In all the linear diagrams the lines indicate the centres of the
solid materials which it may be requisite to use.
Of the hexacycle axle box, Fig. 1. The inside of the box is formed of six
equal convex segments a, a, of a circle whose diameter is determined by that

page_text: of the spindle e, about which it is to revalve, while the outside b, b, of the box
presents the six sides of a plane hexagonic superficies, whose angular parts c, c,
tend to secure the box in the nave; the interstices d, d, between the respective
convex segments act as reservoirs for the oil or other lubricating material. In
other respects the hexacycle is fitted up like the mail axle box, of which the
hexacycle is meant to be an improvement. N.B.-This box may be used upon
all occasions where it is required to diminish the friction of a spindle of the
asteroide wheel, Fig. 2.
The spokes and fellies of the wheel are made up of twelve pair of
similar hexagonic segments of a circle, so disposed as to form six radiating
ellipses for the spokes a, and six peripherical ellipses for the fellies b. The
two ends of each peripherical semi-ellipse care united to each other by a
tenon and mortice, and while the two ends of the semi-elliptical spokes d are
fixed into the nave, by means of a triangular shoulder e, the six ends of three
contiguous cllipses are united at the periphery of the wheel by two metal
plates f, (one of which only is seen in the Figure,) countersunk inside and
outside of the wheel and rivetted to each other, and the two wedges g, inclined
to each other at an angle of 60°, are driven from the periphery cach quite
through the semi-elliptical fellies and only partially through the semi-elliptical
spokes. The length of the nave of the side wheels equals one-third of the
diameter of the wheel.
E, c, Z, o, ≈, u, are so placed
square A, O, E, U, whose diagonal
The side wheels A, a, E, e, revolve
which rests the two side blocks a,
Of the rhomboide or four-wheeled carriage upon the aptote principle, see
Figs. 3 and 6. All the wheels are of the same diameter. The centres
A, O, E, U, of the four wheels A, α,
as to form the four angular points of the
equals twice the diameter of one wheel.
upon a common axle A, X, E, upon
as seen in Fig. 6, and upon these blocks the bed of the carriage is balanced.
The bed of the carriage is formed of four bearers P, Q, R, S, P, Q, 1, §,
P,p, S, s, either wholly or partially rectilinear or curved, united at their ex-
tremities and at the points Q, R, q, r, on each side of the
axle, and distant
There are placed
from it by a space equal to the semi-diametar of the wheel.
upon the two side bearers P, Q, R, S, p, q, r, s, two transverse bearers Q, 2, R, 1,
which with the sides and extremities form the trapezoide frames Q, q, P, P,
R, r, S, s, at each end of the bed, and between these trapezoide frames the
parallelogramic frame Q, q, R, r. Across the transverse bearers Q, 9, R, 1, are
placed two parallel bearers C, c, L, l, forming with the transverse bearers Q, q,
R, r, a square, whose diameter is equal to the diameter of one wheel. The
fore and hind wheels Z, o, z, u, are supported respectively upon two parallel

page_text: bearers B, M, F, K, b, m, f, k, placed at right angles to the plane of their
own axle, whose bearing points G, D, g, d, are distant from each other by
a space equal to one-third of the diameter of the wheel; hence the length
of the nave of the fore and hind wheels must decrease according as the
thickness of the parallel bearers increases. The axles of the fore and hind
wheels respectively rest in the sockets of arms b, b, attached to the under part
of the parallel bearers, as seen in Fig. 6. The parallel bearers are connected
together at their ends by transverse segments 1, 2, 3, 4, whose ends, are seen
in Fig 6. Within the trapezoide frames P p, Q q, S s, R r, are formed two
square frames P p, C L, S s, cl, whose diameter equals the diameter
of one wheel, and within each square is formed an octagon frame c, d, e,
f, g, h, k, l, under which the tranverse segments 1, 2, 3, 4, connecting the
parallel bearers, traverse respectively. From the upper side of each parallel
bearer B, M, F, K, I, m, f, k, are thrown out a pair of arms Y, T, Y, T, y, t,
y, t, with bent claws T, T, T, T, t, t, t, t, traversing upon a transom plate
countersunk into the octagon frame c, d, e, f, g, h, k, l. N.B.-As the distance
of the bearing points A, E, of the side wheels from each other equals twice the
diameter of one wheel, and as the length of the nave of each side wheel is
a third of the diameter, it is plain that the whole length of the axle equals two
diameters and a third of one wheel. N.B.-As every part of the wheels and
carriage may be made of metal, it is evident that some portions of the
strengthening braces of the framework may be dispensed with; but into the
details of such a subject it is needless to enter, since the principles of the con-
struction, whatever may be the form of the carriage, remain the same.
Of the peristrephic movements, see Fig. 3. The direction of the carriage is
effected by various peristrephic movements applied to the fore and hind wheels.
1st, by a pair of cog segments V, X, W, v, x, w, working into each other, as
shown by the red lines, and attached to the ends M, K, m, k, of the parallel
bearer B, M, F, K, b, m, f, k, by means of the inclined arms M, V, K, W,
m, v, k, w, and the cross bar V, W, v, w; 2dly, by a pair of cog segments
H, II, h, h, attached to the ends M, K, m, k, of the parallel bearers B, M, F, K,
b, m, f, k, by means of the arms M, H, K, H, m, h, k, h, and work-
ing into the multiplying wheels J, j, which revolve upon the pivots J, j,
supported by the cross bars N, N, n, n, resting upon the parallel braces
M, m, K, k, supported by the transverse bearers Q, q, R, r; 3rd, by a pair
of sliding joints, formed of a stot and screw, united in the usual way to each
other, and attached to the two ends of the tranverse segments nearest each
other; or, lastly, by any other mechanical contrivance capable of giving the
directions required. ··

page_text: Of the ellipsoide body. To obtain the maximum of capacity with the
minimum of draught, the length of the body must not be greater than three
diameters and half of one wheel, and to guard against the most distant danger
of overturning, the width of the body at its centre must not be more than one
diameter and two-thirds of one wheel, while the width at each end must not
be more than one diameter and one-third of one wheel.
Of the pyramidal or three-wheeled car, Fig. 4. All the wheels are of the same
diameter. The centres A, E, O, of the three wheels are so placed as to form
an equilateral triangle whose base A, E, equals twice the diameter of one wheel.
The two side wheels are placed at the fore part and the single middle wheel at
the hind part of the car. The middle hind wheel is inclosed in a frame, similar
to the one described in the detail of the construction of the four-wheeled
carriage, and the bed of the three-wheeled car, is thus constructed :-
Round the circle Z, o, is formed the square P, p, C, L, whose diameter
equals the diameter of the wheels Z, o. Within the square P, p, C, L, is
formed the octagon c, d, e, f, g, h, l; upon the circular transom plate counter-
sunk into the octagon c, d, e, f, g, h, l, traverse the bent clause T of the arms
T, Y, Y, T, supported upon the upper side of the parallel bearers B, M, F, K,
attached to the under side of which are arms with sockets in which revolves the
axle G, O, D, of the wheel Z, o; draw o, J, equal to o, O, a semi-diameter of
the wheel Z, o, and perpendicular to C, L, through J, draw R, J, 7, parallel
to C, L at J; draw J, j, at right angles to R, r, and equal to three semi-
diameters of one wheel with radius J, j; draw the circle S, j, s, divide A, X,
into six equal parts and let A, H, be one of those parts; through H draw
R, H, S, parallel to J, j, and meeting R, r, in R and S, s in S, and in like
manner make 1, s, equal and parallel to R, S; join R, O, r, O, then S, R, O,
P, s, r,,, become the outside bearers united at their ends by P, p, S, s,
through C&L; draw c and parallel to J, j, and meeting S, s, in c, l, then
P, C, and p, L, 1, become the inside bearers crossed by R, r, the transverse
bearers, and P, P, S, s, is the whole bed of the carriage supported upon the
axles of the side and hind wheels. For the peristrepbic movement of the three-
wheeled car, take O, j, and J, U, each equal to the diameter of one wheel,
then O is the centre of the cog segment V, J, W, and U the centre of the
cog segment v, j, w, and while the segment V, J, W, is attached to the car-
riage of the hind wheel, by means the arms N, V, n, W, attached to the
traversing segment N, n. The segment v, j, w, is attached to the splinter
bar a, a, e, by means of the arms v, x, w, x, U, a, U, e, all turning upon the
pivot U, supported by the cross bar g, d, resting upon the parallel bearers
b, mf, supported upon the transverse bearers R, 1, S, s.
The peristrephic

page_text: movement may
be effected likewise-by a slot and screw sliding joint in the
place of the cog segment, or by any other mechanical contrivance capable of
giving the direction required.
.
N.B. The whole horizontal central length of the bed of the three-wheeled
car equals three diameters of one wheel.
.
Of the hyperbolic shafts.-f, X, f, is the splinter bar, equal in length to the
centre axle of the carriage, to which it is attached by the arms thrown out
from the ends of the parallel bearers B, M, F, K, as in Fig. 3; the pole X, S,
is attached at right angles to the centre of the splinter bar, and united also to
the transverse section, which connects the parallel bearers B, M, F, K; the
cross bar P, Q, R, equal to one-third of the pole, is placed at Q, a point equi-
distant from P and S; the side shafts A, D, E, d, each equal to the half
of X, Q, are attached perpendicularly to the splinter bar f, X, f, at a and e; the
outer boutraces f, H, f, h, are attached respectively to the splinter bar F, X, f,,
and side shafts A, D, E, d; at f, H, f, h, the inner boutraces, H, -a, p, e, h,
are attached to the pole and side shafts respectively; at P, R are pullies or
rings through which runs the turning trace attached to the breast collar at O;
at H, p, are pullies or rings through which runs the backing traces
attached to the breaching, and united at the apices a, e, of the inner boutraces;
the shoulder straps M, M, is attached to the side traces C, H, L, p, to which
the loin strap H, p, is also attached; the side traces C, H, L, p, uniting the
shoulder and loin straps respectively, are united themselves by al belly band,
which is not seen in the Figure, while a back trace unites the shoulder and
loin straps with the crupper, formed in the usual way. N.B.-So much of the
other parts of the harness as may be requisite for driving remains the same
as those in common use.
Of a carriage constructed upon truly scientific principles all the parts must bea
a proportion to each other, and consequently the length of the pole and the posi-
tion of the points of drawght cannot be otherwise than fixed; but in practice it
will be found that if the carriage be very small or very large the want of animals`
proportionately large or small capable of drawing will prevent the adoption
of the hyperbolic shafts. The knowledge, however, of this fact neither has
been nor ought to have been a bar to the Patentee's promulgation of a correct
system of shaft building.
Having thus described partially the theoretical and fully the practical part
of the proposed improvements in carriage-building, it only remains for me to
state my claims,―
1st, for the peculiar construction of the hexacycle axle box.
2nd, for the peculiar construction of the asteroide wheel.

page_text: 3rd, for the peculiar disposition of three or four wheels of the same.
diameter to a carriage.
4th, for the peculiar construction of the hyperbolic shafts as applied to
three or four wheeled carriages.
In witness whereof, I, the said George Burges, have hereunto set
my hand and seal, this Twenty-sixth day of November, in the year of
our Lord One thousand eight hundred and twenty-seven.