IMPROVEMENTS IN MECHANISM FOR REGISTERING DISTANCES AND FARES IN HACKNEY CARRIAGES, IN THE MEANS AND MODE OF CHECKING THE INDICATIONS, AND IN OTHER APPARATUS IN CONNECTION THEREWITH
Year: 1880

page_text: LETTERS PATENT to William Clark, of 53, Chancery Lane, in the County of
Middlesex, Patent Agent, for an Invention of "IMPROVEMENTS IN MECHANISM
FOR REGISTERING DISTANCES AND FARES IN HACKNEY CARRIAGES, IN THE
MEANS AND MODE OF CHECKING THE INDICATIONS, AND IN OTHER APPARATUS
IN CONNECTION THEREWITH." A communication from abroad by Ernest
Adolphe Jouvet, of Paris, France.
COMPLETE SPECIFICATION filed by the said William Clark at the Office
of the Commissioners of Patents on the 16th August 1880.
WILLIAM CLARK, of 53, Chancery Lane, in the County of Middlesex, Patent
Agent. IMPROVEMENTS IN MECHANISM FOR REGISTERING DISTANCES AND FARES
IN HACKNEY CARRIAGES, IN THE MEANS AND MODE OF CHECKING THE INDI-
CATIONS, AND IN OTHER APPARATUS IN CONNECTION THEREWITH." A communi-
cation from abroad by Ernest Adolphe Jouvet, of Paris, France.
This Invention relates to improvements in the construction and working of
apparatus for registering distances travelled in, and the time of hiring hackney
carriages, and the fares payable in respect thereof, together with any extra payments.
The improved apparatus of this Invention comprises, in addition to the various
mechanical arrangements hitherto used, some special arrangements for ensuring cor-
rectness in the indications for the information both of the proprietor of the vehicle
and the hirer, and which will also if necessary provide the latter with evidence of any
attempt to cheat by the driver. The working of the apparatus relates to hiring
by distance and to hiring by time. In the following description it is assumed
that in each case the scale of fares payable by the hirer are as follows:-
(1st.) Hiring by Distance.-(a) Fixed premium on hiring 6 pence. (b) For
every 1,000 yards travelled 2 pence. (c) For waiting, reckoned in the aggregate at
the rate of 1 shilling and 8 pence per hour, or 1 penny for every 3 minutes or
2 pence for every 6 minutes.
(2nd.) Hiring by Time.-(A) with, or (B) without premium for the first hour.
(A), (a) Premium on hiring 6 pence. (b) For the whole time of hiring at the rate
of 1 shilling and eight pence per hour. (B) Without premium for the whole time
of hiring 1 shilling and 8 pence per hour.

page_text: -
Extra Charges. (a) 2 pence for every parcel. (b) Night service 6 pence, or
2 pence × 3 for every 1,000 yards within the radius, or for every hour of waiting
or hiring. (c) Hiring beyond radius 2 pence × 3 = 6 pence for every 1,000 yards,
or for every fraction of an hour's waiting or hiring by time. (d) Return fare
2 pence × 6
1 shilling when the vehicle is discharged beyond the radius.
The indications furnished by the automatic action of the principal parts of the
apparatus in reference to the above table of fares are the following:-(1) The distance
travelled by the vehicle while bired, and the corresponding fare payable. (2) The
duration of hiring and of waiting whilst hired by time, and the corresponding fare
payable. In each case a double record is taken, 1st., by a register which totalizes
for the information of the proprietor of the vehicle all the items in respect of the
different hirings, whether by time or distance; this totalizing register is never
returned to zero; 2nd, a register for hirer's use which furnishes all the information
necessary for the hirer, and is returned to zero automatically at the commencement
of each hiring. The zero of said register corresponds to the premium of 6 pence for
the hiring if the scale A of faros is the one adopted. The fares for hiring by time
and for waiting during such hiring are also registered automatically by both
proprietor's and hirer's registers, as well as the fare for distance travelled. A third
register indicates the number of hirings for the information of the proprietor, and
advances one unit at each hiring. A supplementary register operated by hand records
both on the proprietor's and hirers' register, the extra fares for luggage, for night
service, and for distances beyond the radius.
The total fare payable by hirer is thus shown by the hirer's register, and the
same sum, deducting the premium on hiring, is also added to the previous record of
the proprietor's totalising register. The proprietor may thus know the exact
amount of fares received by the driver between any two inspections by the
difference between the totals indicated at each inspection, and adding to this
remainder the product of the number of hirings multiplied by the rate of premium
on hiring. By noting also the difference in the numbers recorded by the several
totalising registers at each inspection, the proprietor can ascertain whether these
indications correspond exactly with the total recorded upon the totalising register
of fares. The hirer can see by the several registers the distance travelled and the
total time of waiting, and as he knows the number of packages to be paid for, and
can also check the extra payments which are indicated by two beats of a hammer
on a bell corresponding to a charge of 2 pence, he can always check the indications
of the extra payments' register.
To enable the proprietor to keep a secret check upon the the driver and to
inform the public whether the vehicle is engaged or not, an indicator tablet is
provided bearing the two words "engaged" and "for hire," or their equivalent,
and which are brought alternately into view. The words are painted in different
colors in order to be more readily distinguishable, and at night the tablet is
illuminated by reflected or transmitted light, or by making it phosphorescent.
Each indicator tablet also bears in addition the number of the vehicle. The tablet
may be shifted by any suitable means, but preferably by a mechanism controlling
the working of the several registers. It may be contained within the casing of the
registers or be mounted outside thereof, and may also be varied in its form and
position; but it is preferred to place both words "engaged" and "for hire" on the
opposite sides of a lautern, which may be one of those belonging to the vehicle;
and in this case it is preferred to place the indicator on the near side of the vehicle
a little above the driver's seat, which allows, by placing the casing of the registers
beneath it, of the indicator spindle passing down directly into gear with the
mechanism of the various registers. In the following description the number of
positions of the indicator is limited to four, the mechanism being so arranged that
the indicator cannot pass from position No. 1 to No. 4, or vice versa, without
passing successively through the intermediate positions 2 and 3, or 3 and 2,
although it may be arranged to always work in the same direction if desired.
The indications corresponding to the different positions of the indicator, and the

page_text: working of the registers in relation thereto are as follows:-Position No. 1; vehicle
hired by distance and proceeding to its destination, the word "engaged" is seen
on the near side, the proprietor's and hirer's registers, for indicating the distance
travelled and the fares due, are in operation. Position No. 2; vehicle hired by
distance (waiting) or hired by time (whether waiting or in motion), the word
"engaged" is shown at the front of the vehicle, the proprietor's and hirer's
registers, indicating time of hiring and fare payable, are now in work, and those for
registering distances are out of gear. Position No. 3; vehicle for hire and in motion,
the words "for hire" are shown on the near side and none of the registers are in
gear. In passing from Position No. 2 to No. 3, the apparatus for recording the
number of hirings registers a unit. Position No. 4; vehicle for hire, and either
stopping or on a stand, the words "for hire" are visible in front of vehicle, none
of the registers are in work nor can be inspected, and the hirer's registers can only
then be returned to zero. In returning from Position 4 to Position 3, this return
to zero is effected by the same means, and the hirer's registers are not visible until
the indicator has arrived at Position 3.
By inspecting the tablet indicator the proprietor, as well as the hirer, can at once
ascertain, either by day or night, the service performed by the vehicle, and whether
such service actually corresponds with the records of the registers. The several
proprietor's or totalizing registers furnish the desired information by subtraction of
the previous record, need never be returned to zero, consequently the case enclosing
them may be closed and sealed by an inspector, it being only necessary to open it
for the purpose of regulating the angular advance of the distance recorder, as will
be hereinafter explained. The several totalizing or proprietor's registers are visible
outside their casing through glazed openings, and can only be consulted by the
proprietor after drawing back the shutters covering the same, which are usually
secured by a lock, the key remaining in the possession of the proprietor.
It will thus be seen that it is impossible for the driver to interfere with the
registering mechanism, he being simply required to shift the position of the tablet
indicator or apparatus, either directly or through a mechanism which also controls
the principal shaft, whose angular position regulates the action of the different
registers, and it is therefore almost impossible for him to cheat either the proprietor
or the hirer.
Notwithstanding however the above checks a dishonest driver might find a way
to cheat either a hirer or the proprietor of the vehicle, and also that a hirer
unacquainted with the apparatus might believe himself to be cheated. To prevent
this, and at same time obtain a double check upon the performance of the
vehicle, a ticket upon which is printed or written the different indications afforded
by the recording apparatus, is given by the driver to the hirer, to be retained if
desired after the vehicle has been discharged. A similar ticket for the use of the
proprietor is also to be filled up at every hiring, and handed to him by the driver.
The following information is indicated on the ticket given to the hirer :-(1) the
number of the vehicle; (2) number of thousands of yards travelled; (3) time of waiting
or duration of hiring by time; (4) number of packages charged for; (5) extra pay-
ments; (6) total fare paid by the hirer indicated on the hirer's register. The time
of waiting or hiring is also marked on the ticket, when such time is represented by
an imaginary number of thousands of yards travelled, which are automatically
registered on the registers of distances travelled, as has already been done. The
above information may either be printed by taking an impression from each of the
corresponding registers, or simply written by the driver; but a sufficiently accurate
record, without unnecessarily complicating the apparatus, may be obtained by
simply printing on the ticket the number of the vehicle and the indications supplied
by the registers of distances travelled and of the fares due, other items being written
by the driver. The printing apparatus may be of any suitable kind, like those for
numbering railway tickets, or it may be a lever operated by hand for pressing the
ticket against the figures on the register. At the time of hiring the driver prints
on the ticket, in presence of the hirer, the number of the vehicle and the indication

page_text: furnished by the hirer's fare register, which should be the amount of the premium
on hiring, in order that the birer may know that the several hirer's registers have
been returned to zero.
The driver also writes on the ticket the number of packages
to be paid for, if any, and then hands the ticket to the hirer. At the termination
of the hiring the hirer returns the ticket to the driver, who inscribes on it the extra
charges, if any, and also the total time of waiting, or the duration of the hiring if
by time, taken from the hirer's hour register, and he then registers, by means of
the supplementary register, the extra payments for parcels and other charges; after
which the driver takes impressions of the indications given by the hirer's distance
and fare registers, then hands the ticket back to the hirer, who should pay only the
total amount printed on the ticket by the hirer's register of payments. During the
course of the hiring the driver fills in a check ticket for the proprietor with the
different details required for his information, and at the termination of the hiring
he prints thereon the total sum recorded on the hirer's fare and distance registers,
after which he returns the several hirer's registers to zero by shifting the position
of the indicator, tablet, or lantern, as before described. The ticket which is returned
to the hirer enables him to verify at any moment whether the amount payable
printed on it agrees with the total of the sums corresponding to the following items,
viz(1) the number of thousands of yards travelled, which is also printed on the
ticket; (2) for waiting, indicated on the hirer's time register; (3) the number of
packages charged for; (4) extra charges, if any; the three latter items being written
by the driver. The number of the vehicle being printed on the ticket enables the driver
to be readily identified if necessary. As a check ticket is required to be filled up
for every hiring the proprietor is enabled to check the driver, (1) by the number
of check tickets, which must equal that of the hirings recorded on the appropriate
register; (2) the aggregate of the total number of thousands of yards travelled marked
upon the tickets should equal that recorded on the proprietor's or totalizing distance
register; (3) the total of the sums printed on the tickets should equal that recorded
by the proprietor's totalizing fare register, plus the product of the number of hirings
by the amount of premium; (4) the sum recorded by the totalizing register of fares
should be equal to the total payments for the following items :-(a) the total distance
travelled on hire; (b) to the total time of waiting; (c) to the extra day or night
payments written on the check tickets; (d) to the charges for luggage.
Moreover, each sum inscribed on the ticket should exactly correspond with the
indications of the service performed. A similar check may also be obtained by
means of tickets when the counter is arranged to simply show the distance travelled
or the time of hiring. In cases where the hirer's registers are dispensed with and
the payments are ascertained by the difference between the figures recorded by the
proprietor's totalizing distance and fare registers at the commencement and
termination of each, hiring tickets may be used for checking the receipts by
slightly modifying the arrangement. It will be seen that by means of the tickets
given to the hirer and proprietor in respect of each biring bearing, independently of
the extra items filled in by the driver, indelible records of the principal payments
for each hiring, both hirer and proprietor are enabled to retain proof of the principal
details of every hiring for subsequent production if required.
A similar check might also be obtained if the items were simply written on each
ticket, but this mode of checking would be much less effectual than by the
arrangements described.
I am aware that a time counter only with a check ticket to be filled in by the
driver has been before proposed, but it will be evident that such a plan would fail
to ensure a sufficient check.
I will now proceed to describe the Invention with reference to the accompanying
Drawings, the several Figures of which represent the whole of the arrangements
referred to in the foregoing description, and I will here mention that gear wheels
are mostly indicated by their pitch circles only for the sake of clearness, and the
whole of the mechanical parts are represented in the No. 1 position of the indicator
tablet, viz., that of hiring by distance.

page_text: Figures 1, 2, 3, 4, 5, indicator. In Figures 1 and 2 an ordinary lamp is placed
above, and in Figure 3 below the indicator tablets, which are illuminated by
reflectors R1 or a lens L 1. In Figures 4 and 5 the tablets Il and I2 are on the
same level as the light, and bears, the one, the word "Let" and the number of the
vehicle 20,000, and the other the word "Free" and the number 20,000.
The apparatus may be worked by hand and revolve upon a vertical axis XY
above the casing Z of the registering apparatus, and connected therewith by a
socket P1 and spindle P 2, Figure 7, within said casing. The indicator is fixed in
any one of its positions by a cam VC, Figure 6, which is held by a spring R R in
one of the four notches R C. The stop SC prevents the indicator moving from position
No. 1 to position No. 4, and vice versa. The arrow FE indicates the direction of
rotation of the indicator, and the arrow uniting Nos. 1 and 3 shows the direction
in which the vehicle is moving. The flame FL of the lamp lights the road way by
the reflectors DI and GT when the vehicle is in motion and engaged, and by
reflector D 2 when the vehicle is travelling empty. In the latter case the reflector D 1
which lights the interior of the vehicle facilitates the inspection of the registers.
HJ reflectors by which light is reflected upon a lens LQ for lighting up the interior
of the register casing.
The indicators or tablets may be shifted either by hand or by a crank which at
same time operates the indicating apparatus. A padlock securing two rings fixed,
the one, on support CB, and the other on fork RB prevents the indicating apparatus
from being displaced in the absence of the driver. The distance registering
apparatus is operated from one of the wheels of the vehicle by any suitable
mechanical arrangement or by other means heretofore proposed, such as, for example,
by utilising the pressure of air, or of a non-freezing liquid enclosed in two chambers
united by a tube. One of these two chambers. viz., the transmitter, is mounted on
the wheel axle, and the other or intermediate one upon the casing of the registers.
At every revolution of the wheel the transmitter is compressed, and the impulsion
thus obtained is cominunicated to the intermediate chamber through the connecting
tube. The movements of the diaphragm of this chamber are transmitted through
suitable intermediate gear to the distance registers. The tube which unites the
two transmitting apparatus is made in two parts, one being fixed and attached to
the body of the vehicle, and the other, which is movable, uniting the axle to the
fixed part of said tube. This movable portion of the tube is made flexible and
extensible or contractible to compensate for the displacement of the body of the
vehicle under the flexure of the springs, and it is also so arranged that the flexure
and extensible or contractible action shall extend over a greater length than the
distance which directly separates (when projected on a plane perpendicular to the
axle) the axle and the body of the vehicle, or a part rigidly fixed to the latter. For
this purpose the tube is folded or coiled several times either upon the axle or body
of the vehicle, or in the space between them, so that the extension, contraction,
flexure, or torsion produced is distributed over the whole of the spirals or coils of
the tube, which is thus subjected to cousiderably less strain and lasts much longer.
The ends of the tube which are attached to the axle and vehicle may be either
fixed or movable. In the former case the end portions should be of such length
lengthwise of the axle that the torsion and flexure of these particular parts shall
never be so great as to affect their elasticity. In the latter case each end of the
tube is supported in a coupling box so as to be capable of rotation.
The portion of the tube comprised in the space which separates the axle from
the body of the vehicle may also, in order to compensate for extensions be made in
two parts fitting one in the other, one part being provided with a shifting box or
its equivalent. The tube is also coiled up or folded, as before described, to allow of
the movements of the body of the vehicle. That portion of the tube which is
comprised between the axle and the vehicle may be made either of indiarubber
simply, or of indiarubber or other elastic material liued or otherwise with canvas,
or a spiral wire, or of metal of sufficient elasticity to allow of the desired.freedom
of movement, as before explained.

page_text: Figures 35, 36, 37, and 37bis, Sheet 3, show the means of transmission employed
for connecting the nave M of the running wheel with the shaft TH, Figure 7.
R, R1, R2, R3, gear wheels for driving a shaft J supported in bearings on axle E,
and connected with the body of the vehicle by a flexible shaft consisting of a spiral
spring having one or more internal coils, and with the rigid part of shaft J by a
sleeve D. The shaft TH fixed to the body of the vehicle is connected to the
gearing and driven by a coupling G, and two pawls FH acting on ratchets UV.
Within the casing of the registers said shaft T H drives toothed gears ER and FU,
which operate the disc HD carrying crank pin j, which by means of connecting
rod J operates the driving crank MC operating the friction ratchet R, Figure 7.
Figures 30, 31, 32, 33, and 34, relate to a means of transmission by means of
air or a non-freezing liquid. Power is taken from the nave M of the running
wheel for operating by means of cranks B and N on shaft I the rod J of piston P
of apparatus F fixed on axle E. The valve V. sustained by a spring is for the
purpose of allowing the liquid in excess contained in the apparatus to pass to side H
of the cylinder, the same liquid being returned to G through valve U on the return
motion of the piston. S relief valve for the escape of any liquid in excess which
may have been introduced into the apparatus. The intermediate apparatus FV,
Figures 13 and 14, contains a piston PV, whose rod JV operates the crank MC
driving the friction ratchet R. The tube which unites these two transmitting
apparatus extends from point T of cylinder F, Figure 30, to point GV of
cylinder F V, Figure 13, the connection being made by a union joint HR, IP.
The moveable part MT of the tube which unites, as shown in Figure 38, the
apparatus supported by the axle to the part FP of the tube fixed to the vehicle, is
made of steel. On leaving the notor cylinder R the pipe follows the direction of
the axle for a distance of 30 centimetres, bends at A and returns to B near the
cylinder and parallel to the axle, whence it is directed towards the vehicle, again
changes its direction at C, and extends parallel to the axle for about 30 centimetres,
bends at D, so as to lie alongside the vehicle CV, and is secured to the end RT of
the fixed part FP of the pipe which is placed nearly parallel in the position shown
in regard to the motor cylinder carried on the axle. The moveable part AR of
pipe à Truuning parallel to the axle is supported by two bearings M N, and the
part DRT is supported in bearings P and Q on the vehicle. The parts MQ
forming part of the branches AR and DRT, and N and P being simply supports,
each branch is thus free to undergo a certain torsion upon its axis. The separation
or approximation of the two points R and RT, due to the varying position of the
body of the vehicle with regard to the axle, is compensated for by the flexure of
the two branches AB, CD, of the tube, and similarly the flexure or torsion of the
carriage springs is compensated for by a corresponding flexure or torsion of the
entire tube MT. The tube may also be otherwise arranged to fulfil the conditions
above indicated, some of which arrangements are represented in the Drawings. In
Figure 39 the pipe is carried backwards and forwards several times between the
points to be united; in Figure 40 it is coiled in a spiral cone at each end; in
Fgure 41 the tube is coiled in spiral form; in Figure 42 the tube is bent and
made in two parts sliding one in the other through a stuffing box K; Figures 43
and 44, show other ways of bending the tube. In these four Figures the same
letters of reference indicate the same parts, as in Figure 38.
In order to transmit to the friction ratchet a motion_duly corresponding to the
developement of the circumference of the driving wheel, I employ either of the two
following general arrangements by which I am enabled to readily vary the
amplitude of the angular motion of the friction ratchet to correspond with any
variation which may occur in the circumference of the running wheel by which the
apparatus is operated. The first arrangement of apparatus acts by friction, the
second by a band passing over a pair of cone pulleys arranged as in ordinary, the
band being capable of shifting laterally in order to regulate the angular motion of
the friction ratchet.

page_text: I. APPARATUS ACTING BY FRICTION.
The friction which serves to impart the motion may be produced either by a
nipping lever, by pressure, or by both combined. The mechanism may be arranged
in any suitable manner, but the most preferable arrangement would be on the
principle of a ratchet, being a wheel upon the smooth or roughened periphery of
which a pawl'or gripper or its equivalent would act, the latter being mounted
upon a lever, to which alternate motion is imparted from the transmitting gear, the
extent of such notion being regulated as desired in order to vary more or less the
extent of the angular advance of the friction wheel, which is transmitted thence to
the registering gear by means of suitable mechanism, by making the centre of
oscillation of the lever coincide more or less with the centre of motion of the friction
ratchet. The circumference of the friction ratchet upon which the pawl acts may
be made either round, angular (re-entering or salient), concave, convex, or of a
combination of these forms.
Figure 24. This arrangement has long been known in mechanics.
Figure 25.-Friction pawl or gripper fixed to a lever oscillating on a moveable
centre.
R, friction ratchet; O, shaft of registering apparatus on which the ratchet wheel
is mounted; M, lever oscillating on centre O; AF, pawl or gripper fixed on
lever N, which is jointed at A on lever M. On power being applied the pawl
grips the wheel and moves it with it from C12 to c', which is the full extent of
motion of the lever. Such an arrangement which has been before applied requires,
in order to ensure regularity in the action, that the shaft O should be horizontal or
nearly so, and that the weight of the parts acting on lever M at the extremity of
the horizontal arm should be relatively great so as to prevent the lever being
carried round before the pawl or gripper is well in contact with the wheel. In
order, therefore, to ensure the proper action of the mechanism whatever may be
the position of the parts, and also when the parts are of relatively small dimensions,
the motion of lever M is arrested at the commencement of its stroke until tho
power which is applied at c to lever N in the direction C², C¹, shall on arriving
at C 12 have brought the pawl AE in contact with the wheel R, after which the
whole continues its movement to position C', which is the end of its stroke.
This opposition to the motion of lever M at the beginning of its stroke may be
effected in various ways, some of which I will here illustrate by way of
example.
In Figure 26 the motion of lever M is opposed by an antagonistic spring S
acting on the lever in the opposite direction to the rotation of wheel R, either
directly, as shown in this Figure, or by the aid of levers X, Y, suitably arranged,
as shown in Figure 27, whatever may be the position of shaft O. In both cases
the spring S may be replaced by a counter weight acting by means of levers, or
directly, as above described. In Figure 28 the arrangement consists of a rock lever
and two connecting rods. The letters R, O, M, N, A E, c, c², c³, represent the same
parts as before. L, rock lever oscillating on centre 01; B, intermediate connecting
rod uniting the points d and c; S, spring forming part of a connecting rod V,
which varies in length when in action, and connects point A of lever M with
point a of lever L; P, fixed stop to limit the return movement of lever M; Q
adjustable stop for limiting the forward motion of said lever, and consequently
that of pawl AE for the purpose of modifying, if desired, the extent of angular
motion upon centre O. The length 0¹, d, of lever L may vary, but it is necessary
that the proportion should be greater than in order that the motion at the
point a of rod V may be considerably greater than that of point A on lever M.
The angle c³, A CI = CACI, is that described by the lever N to bring the pawl
in contact with wheel R at the commencement of its forward stroke, or for
0' a
U'd
ОА

page_text: disengaging same on its return stroke, whereupon the lever N abuts on M causing
it to describe the angle CIO 0%. At the beginning of the forward stroke the
lever M which has been previously applied on stop P remains stationary during
the time the point C describes the arc CCI to bring the pawl A E up against
wheel R, after which the whole describes the angle C10 C1, at whch point
lever M abutting against Q, and being maintained in that position by rod V, the
lever N describes the angle CACI to disengage the pawl, abuts against M, which
it carries with it until the completion of its stroke, causing it to describe the
angle CIOC. During this return movement lever M comes against stop Pon
point C, arrives at C12, and said lever remains in the same position until point C
arrives at C2, and thence to CI² on the forward stroke, as before explained. The
desired result is obtained by suitably regulating the length 0¹ d, as well as that of
rod V. The variation in the motion of the pawl may be effected either by
modifying the extent of motion of point C, or by shifting this point on lever N,
or again by employing a stop Q to limit the stroke of lever M.
Figure 29.-Arrangement consisting of a crank or eccentric and two connecting
rods. The connecting rods B and V which receive motion from the rotation of
crank L, are jointed, the first one at e to lever N, and the other at a to lever M.
The entire arrangement may be considered as a incdification of the last one before
described, and its action is similar. Whichever arrangement may be adopted in
connection with the friction pawl or gripper a brake would be applied to wheel R,
or on a part in connection therewith, in order to hold the wheel stationary on the
return stroke of the pawl. Any arrangement of brake may be adopted, for
example, the one illustrated in Figure 28; F, brake applied on wheel R; K, spring
of sufficient tension to arrest the wheel when the pawl is returning, while permitting
of its freely revolving during the forward movement of said pawl. Other known
arrangements of friction feed may also be employed for the purpose.
Figures 7, 8, 9, 10, 12, 13, 14, 15, 16, 17.-The same letters of reference in these
Figures indicate the same parts as those in Figure 28. Z, casing of registering
apparatus made of iron or other metal; XI, YI, check plates connected by cross
ties E1, E2, E3, E 4, E 5. The frame XI is fixed to the casing by an angle
bracket ZH; U, printing box containing the registers of distances and fares,
as well as the register of the number of hirings; b, stop on lever M for arresting
pawl AG, BE, on its return motion; P, fixed stop for limiting the return stroke of
lever M ; Q, stop which is capable of being placed nearer to or further from P in
order to vary the motion of pawl AG, BE, and therefore the extent of the angular
motion of wheel R of distance register, the periphery of which is grooved. The
stop Q is formed in one with a lever Q2 which carries a jointed socket p secured by
means of two nuts upon a screw jointed at E 4, the nuts being prevented from
loosening by a clamp on the part p which is secured thereto by a padlock, not
shown, the key remaining in the possession of the chief inspector to prevent the
stop which regulates the distance register from being altered, except by his
authority, and thereby ensuring perfect accuracy in the record taken; BG, double
connecting rod jointed at d and c; and V, stop rod jointed at b and a; T, link for
operating lever N jointed at o, t, and g to the lever MG fixed on the shaft Co,
which carries the driving crank MC, whose pin m receives reciprocating motion;
FI, brake pressed upon wheel R by a spring KS bearing against the cross rod E 4.
The point of attachment of the rod V to the lever L may be placed nearer or further
from the centre of oscillation E4 if desired by combining this modification with
the alteration of length of rod V.
"TRANSMISSION OF MOTION FROM THE FRICTION RATCHET WHEEL TO THE
Tenanla DIARLAH DRGIN

page_text: of distance register, the rotary motion of which is imparted to wheel E through the
gear wheels AB, CD, GH, and I, of equal diameter to E, and to wheel E¹ by means
of gear wheels A. and B, and thence through wheels C¹, D¹, G', H', and I, of same
diameter as E¹. The number of teeth in these wheels is such that wheels E and E¹
make two revolutions per 1,000 yards. The wheels I and I', which are loose upon
the cross rods E, E³, are capable of lateral displacement in order to throw the
pinions H and H' out of gear, and thus render the registers independent of the
friction wheel. This disconnection is effected when the indicator passes from
position No. 1 to No. 2, and when passing from No. 3 to No. 4 position, and
vice versa.
The parts can only be thrown into gear at the time the indicator is
passing from position No. 2 (vehicle waiting or hired by time) to position No. 1
(vehicle proceeding hired by distance), and it is effected by a cam A Con a shaft P³,
which acts at the desired moment on the levers LC and LD for producing the
lateral displacement an, am, of wheel I and I¹, and consequently throwing them
out of gear with pinions H, H. The said wheels are thrown into gear by springs
VH VI acting on extensions of levers LC LD
The
or a difference of 125 yards, more or less, than the actual distance travelled.
difference of distance travelled from that indicated may be similarly provided for
at any other scale of fares per 1,000 yards. The disc KI has four principal
divisions corresponding to 250, 500, 750, and 1,000 yards, which is the zero point
of starting. The disc K is divided into 10 equal parts, and disc K² into 20 equal
parts so as to be capable of registering 200,000 yards. The number wheel shaft DE
is fixed, and the discs turn independently thereon. As the arrangement and mode
of operating each of the disc presents no particular novelty, these features are not
represented in the Drawings. Those letters which have no correspondence with
the text indicate the same parts in all the Figures of the 3 Sheets of Drawings.
Each of the numbered discs is operated as follows:-Disc K' moves 45 degrees
each time, and moves four times for every revolution of E, which corresponds to

page_text: TOTALISING AND HIRER'S FARE REGISTERS.
These registers, like the distances registers, are provided with counters or number
wheels composed of discs, the circumference of each disc being divided into an equal
number of parts bearing numbers thereon. The figures on the hirer's register are
engraved in relief in order to enable an impression to be taken on a ticket, as before
explained, those of the totalising register being simply painted. With this exception
the hirer's and the totalising registers are identical in arrangement, and both are
keyed on the same shafts Ō E and O B, as the distance registers, and are operated
by the same wheels E, E¹.
The hirer's register, represented in Figures 15 and 17, on the right of wheel E on
shaft OE consists of two discs, one F C for pence, and the other F for shillings
and which are operated in succession. The disc F C is driven by the crank plate E
by means of a pin acting on lateral projections formed on said disc. The fare
registers record the amount due, according to the distance travelled, and as the
premium on hiring is constant it is included in the sum indicated by the hirer's
register, considering it as zero on disc F C. Thus, at the commencement of the
hiring, the sum of 6 pence will be always marked by the hirer's registers, and at the
termination of the hiring this sum will therefore be included in the amount indi-
cated by the register. One revolution of F C corresponds to 1 shilling, and the
fare per 1,000 yards being 2 pence, this gives one sixth of a turn of F C per 1,000
yards. Each sixth part of the circumference of F C is divided into four parts,
each representing one halfpenny, corresponding to a distance of 250 yards travelled,
and to half a turn of E. The disc F C advances one twenty fourth of a turn for
each half turn of E, and disc F advances one twentieth of a turn for each turn of
FC, thus registering 20 shillings.
F
The discs which present no particular feature of novelty are clearly shewn in the
Drawings. Supposing the fare per 1,000 yards to be different from the above, the
rate of advance of the disc FC would be varied. The totalising fare register
mounted on axis O B, Figure 13, never returns to zero, consequently the proprietor
ascertains the amount taken 'between any two given times by the difference between
the two numbers indicated by the totalising fare register at each inspection made at
the glazed opening RF. The information to be furnished to the hirer by the fare
register may also be read off in a similar manner to those of the totalising register,
but in the arrangement shown this is obtained by taking an impression upon a
ticket. The birer's register is returned to zero at each hiring, as before
mentioned.
SETTING THE HIRER'S DISTANCE AND FARE REGISTERS, FIGURES 7, 15, 16,
AND 17.

page_text: with lateral teeth gearing with a wheel keyed on a shaft AO. When the registers
are in work the wheel which is loose upon the shaft is carried round by the disc,
but when the registers are returned to zero, and thus rendered independent of the
operating gear, each disc is carried round by its corresponding wheel, which receives
motion from shaft A. O by means of a pawl mounted upon a crank plate keyed on
said shaft, said pawl engaging in a notch in the wheel, in which position it is held
by a cam until the moment when the corresponding disc has arrived at the zero or
starting point, whereupon a stop enters a notch in the wheel for returning the
registers to zero, and in order to prevent any displacement of the disc no one of
the stops can arrest the motion of its corresponding disc until the preceding one is
secured in the zero position. This general arrangement applies, whatever may be
the kind of register employed.
Figures 7, 10, 13, 14, 15, 16, 17. AO, shaft for returning discs to zero, which
receives rutomatic rotary motion from shaft Ps by means of gear wheels BA, CA,
DA, E M, FA, GA, HA, the first one B A being keyed on shaft P³, and the latter
HA on shaft AO. The clutch 1 A is thrown into gear by a cam AC acting on a
lever LA when the indicator before mentioned is in No. 4 position, and while
returning from No. 4 to No. 3. The shaft AO thus ceases to rotate when the
indicator has arrived at No. 3 position. E O, K³, K³, K³, F¹, Fª, wheels for returning
registers to zero, gearing respectively with wheel E and the teeth formed on discs
K³, K, K², FC, F. Each of these wheels is operated by a pawl LO hinged on a
plate MO on shaft A O, the cain CC acting on a lateral projection SO on said
pawl LO. cd notch in ring d d in which pawl LO acts; BO cam shaft operated
by lever acting on crank D O, causing it to describe the arczy. The cam EC
on shaft P³ acts on the end gc of lever QO when the indicator passes from position
No. 2 to Nos. 3 and 4, and inversely from No. 4 to No. 3. The springs SQ and
IC bring back lever QO to position. Each pawl LO has a corresponding stop
pawl ND, which is operated by a lateral arm bo on cam CC. The stop pawl N D is
held against the exterior of the ring d d by a spring do, which causes it to enter a
notch immediately pawl LO is disengaged. Each stop pawl ND has a part ID,
which bears against the one preceding it, in order to prevent it entering the notch
and stopping the disc corresponding thereto before the one in front of it has arrived
at zero.
The return to zero may also be produced during the transfer of the
indicator from position No. 3 to No. 2 by a suitable modification of the mechanism.
TOTALISING REGISTER OF THE NUMBER OF HIRINGS.
The apparatus registers a unit each time the indicator passes from position No. 2
to No. 3, and after having occupied No. 2 position. This result is produced by a
cam Hon shaft P2, which acts by means of rod T on pawl L for operating a
ratchet BL, having ten teeth t1, t2, corresponding to one of ratchet DL; L, L³,
L³, L, register discs, the action of which is analogous to those of the distance
registers. The registers L', L, L³, have each ten divisions and disc L L twenty
divisions, thus allowing of 20,000 hirings being registered. This register is visible
through a glazed opening RL in the casing. It is never returned to zero, and the
proprietor checks its indications in the same way as for the totalising distance and
fare registers.
TIME REGISTER AND CORRESPONDING FARE REGISTER.
The time of hiring is ascertained by a time register composed of a clock dial
with movable hands. There is a hirer's time register and also a totalising time
register, both being operated by the same clockwork movement. The hirer's
register indicates the time of hiring either by the hour or simply the whole time
occupied in waiting to be charged to him, if the vehicle has been hired by distance.
The register is returned to zero after each hiring; the totalising time register
indicates to the proprietor the whole time that the vehicle has been engaged, either

page_text: by the hour or in waiting at the cost of the hirers. The totalising and hirer's
dials both bear in addition to the hours the fare corresponding to the times occupied
by the different hirings, which enables the same to be read off at a glance by both
the proprietor and hirer.
These time registers are only put in action when the indicator is in No. 2
position, viz., hired or waiting by the hour. This is effected by a cam keyed_on
shaft P which puts the mechanism in or out of gear at the desired moment. The
mechanism of these time registers are connected with the totalising and birer's
distance registers in such manner that the amount due for time hired or waiting is
recorded automatically upon said registers. Thus the amount due for the time of
hiring is also included in the information afforded by the totalising and hirer's
registers which is impressed on the tickets supplied to the hirer and proprietor
after each each hiring.
The hirer's time register inny also if desired be arranged to print its indications
upon the tickets instead of their being filled in by hand as before stated.
Figures 8, 9, 10, 12, 14, 18, 19.—HT totalising time register; HB hirer's time
register; X H front plate; YH back plate connected together by tie rods V', V²,
V³, V, V, V, V7. The plate YH is fixed on the plate X' of the distance register;
CT totalising dial; CP hirer's dial. The birer's hour dial CP, Figure 18, will
register hirings for 12 hours, and the number of secondary divisions is 10, each
corresponding to 6 minutes. Opposito these secondary divisions upon the dial is
marked the corresponding fare from zero or time of starting, and opposite each of
the principal divisions is marked the corresponding rate for each series of 10 periods
of 6 minutes from zero or time of starting. If to the fare per hour there is also
added a fixed premium on hiring, an additional circle would be provided giving the
fares corresponding to such system of hiring. The totalizing hour dial is divided
into 24 parts or hours, the fares being omitted in the Drawing for the sake of
clearness. Each hour dial is visible outside the casing through a glazed opening VT,
VP, made in the door. The hirers' hour dial can only be consulted when the
indicator occupies No. 2 position, corresponding to hired by distance or time or
waiting. For this purpose a shutter KE is employed operated automatically by a
cam. BC acting on rod TE which controls the pinions VE, UE, whereby said
shutter is caused to describe an angle of about 90°, when the indicator passes from
position 2 to position 3 or 1, and vice versa. The totalising hour dial cannot be
inspected by the proprietor or his agent when the shutter EQ covers the opening V T
in the casing except it be displaced by hand; this shutter also covers the opening
at which the key for winding up the clock movement is inserted, and is secured by
a safety padlock, the key being retained by the proprietor. The hands on the dials
are of the ordinary form except that those of the hirer's dial are formed with a
screen EP, Figure 19, having one or more openings at which the hirer can readily
inspect the indications of said dial.
The clock movement of the totalising register is as follows:-BT barrel carrying
a wheel gearing with a pinion bt on arbor NT; AT, balance; ET, scape wheel
geared with the barrel by wheels IT, it, JT, jT, KT, kt, LT, ƖT. The minute
inovement consists of the wheels iT, and ST, m T, and MT, OT, and UT, hT,
and HT and M T making 24 turns to one turn of HT in 24 hours; a R, hour hand,
and AR minute hand. The minute movement of the hirer's time register consists
of pinion h P on arbor GP operating a wheel HP on the spindle of hour hand,
and the wheels m P and n P which are formed in one and receive motion from tho
clockwork through wheel DP. The wheels m P, n P, are loose upon GP, and m P
actuates MP which is keyed on the spindle of minute hand. The spindle GP is
operated by wheel mP by means of a pawl FH on said wheel actuating a
ratchet R H on spindle G P. The wheel MP which is formed in one with RM is
loose on the arbor OP of minute hand. The wheel N P on said arbor is operated
by the action of the ratchet RM on pawl FM carried by said wheel. This
movement produces 12 turns of MP to one turn of HP in 12 hours.
The mechanism being thus arranged when the spindles carrying the hour and

page_text: minute hands begin to turn, the latter in the usual direction on the hirer's time
register being set at zero, the pawls FM and F become disengaged from the
teeth of ratchets R M and Rm aud wheels m P and n P remain stationary; this
setting of the hirer's register at zero therefore produces no effect on the clockwork
of the totalising time register, which is put in gear at this moment by lever LE
acting through CE upon wheel DT by means of cam BC acting on rod T E, this
action taking place, as shown in the Drawing, only when the indicator is out of
position No. 2. When cam BC disengages lever LE from wheel DT a bell sounds
by the action of cam DC on lever IR to indicate that the time registers are in
operation. The vibrations of hell T R being transformed into circular vibrations
of balance AT of clock movement through support TS on plate ES, which carries
the escapement, the latter is thereby freed and the clockwork set in motion.
DT intermediate wheel of same diameter as DP gearing with m T, DP, and with
n P of same diameter as M. T. When the time registers are out of action they are
not affected in any way by the action of the fare registers, whether the vehicle be
hired by distance or the hirer's fare register be at zero.
The mechanical arrange-
ment connecting the time registers with the totalising and hirer's distance registers
consists of a wheel AS keyed on shaft NT which makes half a turn per hour;
BS intermediate wheel gearing with AS, said wheel being loose on a shaft OS
mounted in a support SS; CS pinion gearing with BS, said pinion being keyed
on shaft BS of wheel DS, which gears with a pinion ES formed on a disc KS
bearing a pawl MS acting within a ratchet IS formed on wheel FS of same
diameter as the wheel on disc FC of totalising fare register, with which it is geared
by pinion H S. This arrangement corresponds to 4 turns of FC to one turn
of AS, or reckoned per hour, 2 turns of FC corresponds to 1 shilling and
8 pence for every revolution of minute hand MT.
It will be seen from the foregoing that by the employment of ratchet IS the
time registers are rendered completely independent of the fare registers. The
angular movement of disc Fe of the totalising fare register is transmitted to
disc Fc of the hirer's register in the following manner :-FO, pinion in gear with
wheel or disc Fc and turning shaft VO in the direction of the arrow by means of
the clutch GO mounted transversely to shaft VO; HO, pinion on shaft VO;
IO, pinion in gear with wheel on disc Fc of hirer's register; JO, pinion formed
with pinion IO; NO, intermediate pinion uniting JO and H O. All the pinions
FO, HO. IO, JO, and NO are of the same diameter. It will be seen that when
the hirer's distance register is returned to zero the totalising register is not in the
least affected, as the pinion FO is prevented from being acted on by clutch G O.
It wil be seen from the foregoing that the resistance to be overcome by the
clock work being a constant allows of an intermittent action of the time registers
with a regular motion of the clockwork; a second barrel may also be employed to
actuate the above mechanism where it is found that the barrel of the clock movement
proves insufficient to ensure the proper working. The barrel BT is wound from
outside the casing in any position of the hands by an ordinary key CM intro-
duced at OH, and acting on the barrel through the gearing FR, RT.
SETTING THE HIRER'S TIME REGISTERS AT ZERO.
When the hirer quits the vehicle if the time register has been in operation
during the time of hiring it is returned to zero automatically by the same move-
ment as that which is employed for the hirer's distance and fare registers.
Figures 8, 9, 10, 12, 14-Wheel N P on the minute hand arbor and wheel HP
on the hour hand arbor are equal and correspond to the wheels on the discs of
thaunfawn the founosing docorintion of the wathed of

page_text: shaft A O and the last one on A H. The wheels Mh and H h loose on shaft A H
gear with NP and HP, and are similar to those E O, K³, F', before described, and
operated in an exactly similar manner; BH cain shaft, to which an alternating
motion is imparted by a lever QO, Figuro 7, through connecting rod CH jointed
at ch to said lever and at fh to crank F B. The arrangement and operation of
cams BB on shaft BH with regard to the pawls ED acting on the wheels Mh
and Hh, as well as of the stop pawls OI are identical with that before described
for setting the hirer's distance and fare registers at zero. It will thus be under-
stood from the foregoing :-(1) That the return to zero of hirer's time register is also
effected during the time that the indicator is passing from position 4 to position 3.
(2) That this movement can only take place when the indicator is in No. 4
position. And (3) that when this movement commences it is no longer possible
to operate either of the registers until the hirer's registers are returned to zero.

page_text: cam AD, and is then disengaged by acting on the incline QD, whereby the
seginent SJ is entirely disengaged from bolt ID and the nib pj of lever FJ,
and it is therefore only when the indicator is thus moved that the complete
disengagement of segment SJ can be obtained. This latter supplementary
connection is not indispensable when the vehicle is chiefly hired by distance with
a special time allowance for waiting. The transmission of the angular movement of
handle NJ to the two totalising and hirer's fare registers is effected in the following
manner: DO, actuating pawl mounted on a crank plate NQ on shaft OJ; RỔ,
ratchet wheel loose on O J, said wheel having 5 teeth; JO, auxiliary ratchet wheel on
wheel RO; MQ. pawl on ratchet PO, which operates intermediate ratchet wheel
PO when RO is actuated by its pawl DO. The wheel PO loose on OJ also
carries a wheel CQ of same diameter as that of discs Fe, FC, of totalising and.
hirer's fare registers. The wheel CQ gears with FO, which gears with that on
disc Fc of totalising register, consequently the angular motion of CQ is transmitted
to disc Fc of hirer's fare register by gear wheels FO, HO, IO, JO, NO, already
described; 00, QQ, pawls of wheel PO, and KO pawl engaging with ratchet
wheel RO, and in the teeth of the auxiliary ratchet wheel TO, these several
pawls ensuring the regular action of the ratchet wheels.
It will be seen from the foregoing that an angular displacement of 1 th of
wheel RO is transmitted integrally to wheel CQ, and also to the two discs Fe
and Fc of the fare registers, and as 1/6th of Fe or of Fc is equal to 2 pence, the
possible angular movement of lever NJ corresponds exactly to the registration of
this sum taken as a unit, so that in order to register any additional sum it is only
necessary to move bandle NJ as many times as the total sum to be registered is a
multiple of 2 pence. In its normal position the handle NJ is vertical, and in
moving from ja to ka Figure 13, the cams CV, CX, on said handle act successively
on the jointed rod AV for a fraction of its course, thereby acting on spring SV of
hammer M U, and causing the latter to strike the bell TR every time each can
ceases to act on the rod to notify the hirer that the sum of 2 pence is about to be
recorded. The record of the luggage is effected by means of the above described
apparatus, in order that the corresponding sum due may be impressed on the tickets
handed to the hirer and proprietor, the number of articles of luggage being filled
in by hand on each ticket. A special luggage register may also be employed if
desired to facilitate checking.
DESCRIPTION AND MODE OF PRINTING THE TICKETS.
The tickets may each be made of one or more materials, such as paper, paste-
board, linen, or cotton fabric, &c., the one adopted being made of thin pasteboard
in two parts attached to one or both sides of a strip of fabric, cotton for example,
in order that the ticket may be folded together to facilitate the taking of im
pressions or be less cumbersome. The impressions may be taken upon each
ticket either in succession or simultaneously, but in each case this operation can
only take place when the indicator is in No. 3 position (for hire and in notion), as
when it occupies any other position it is impossible to consult the hirer's distance
and fare registers, or to introduce a ticket into the printing box which is closed.
Figure 20 shows a full size view of one of the tickets supplied to the hirer,
made in two parts A B capable of folding together on the line x-x.
CN are
simultaneous impressions taken at the commencement of the hiring from the hirer's
fare register, and from the die bearing the number of the vehicle, which is 20,000,
6 pence being the premium on hiring. K, impression taken at the end of the
hiring from the hirer's fare register, which indicates 3,250 yards travelled. F,
impression also taken at the end of the hiring from the hirer's fare register,
which indicates 3 shillings and 10 pence, as due to the driver for (1) hiring
premium 6 pence; (2) for a distance travelled of 3,250 yards at 2 pence per
1,000 yards 6 pence; (3) for carriage of 3 parcels (the number being indicated
opposite the word "parcel ") at 2 pence each 6 pence; (4) for waiting 12 minutes

page_text: centrally; HN, IN, JN, levers upon which the ticket is pressed to put levers CN
and D Ň out of gear, and allow of crank M N being lowered. The crank MN is
vertical in its normal position, and its motion is limited by stops BN, ON. The
die mn bears the number of the vehicle engraved in relief. By opening flap RN
said die may be readily replaced supposing the registering apparatus is to be applied
to a vehicle bearing a different number.
In order to print upon the ticket the indications furnished by either the distance
or fare registers it is introduced at one of the openings KT or FT until it comes.
against the central lever HN and one of the end levers I N or J N, whereupon the
end of the ticket is pressed against the levers so as to disengage crank M N, which
immediately falls from position a to ya, thereby by means of cam EN pressing
the ticket upon the register and so obtaining an impression. By dispensing with
the central division 1.0, which separates the openings KT, FT, an instantaneous
impression of the number of the vehicle, as well as of the two register wheels,
may be obtained on the ticket, as shown in Figure 23. In the driver's absence
the flap PL is kept padlocked at P M.
It will be seen by an examination of the Drawings that the various parts of the
registering apparatus are very solid and well adapted to ensure a regular working,
but for this purpose it is indispensable that the registering gear, and more
particularly the time registers and parts in connection which are subject to friction,
should be kept lubricated. Moreover when the temperature falls very low a heating
apparatus is employed for maintaining the temperature, which may either be fixed
to the casing or placed in its interior, or it may be so disposed as to utilise the
waste heat for the benefit of either the driver or hirer by means of pipes, bringing
the heated gases in contact with the register casing.
The registering apparatus represented in Figures 4, 5, and 10 is fixed beneath
the register casing Z, the heat being produced by the combustion of artificial
fuel CR placed upon a movable grate GR within a chamber HC, the draft of
which is regulated by the door PR. The heated gases traverse the serpentine
pipes TU, TT, placed within the registering casing, and escape into the atmosphere
at PC and OV. The gases escaping at TT pass into the clock case HE for
keeping the works at a constant temperature, and pass out at OV. The main
register casing Z may also be enclosed in a double envelope, in which the heated
gases may circulate before escaping into the atmosphere, and the heat may be
obtained from one of the lamps on the vehicle, or otherwise.
Having thus described in as perfect a manner as possible the different improve-
ments in the construction, working, and checking of distance and time registers for
public, or it may be private vehicles, as well as pointed out the principal advantages
of the several arrangements employed, I wish it to be understood that I do not
limit myself to the precise forms and dimensions shown, which are given by way of
example only, nor do I claim any of the parts which have been before in use except
in so far as the same have been modified or improved so as to adapt them to the
purposes of the Invention; but what I claim as new and desire to secure by Letters
Patent is, the herein described improvements considered as a whole or separately
including any modifications and variations in the details which circumstances may
render necessary, also reserving the right to use the whole or a part only of the said
improvements, as desired.
In witness whereof, I, the said William Clark, have hereunto set_my_hand
and seal, this Sixteenth day of August, in the year of our Lord One
11