IMPROVEMENTS IN RAILROAD AND OTHER CARRIAGES, IN WHEELS FOR SUCH CARRIAGES, AND IN ROADS AND WAYS ON WHICH THEY ARE TO TRAVEL
Year: 1839

page_text: PARKIN'S SPECIFICATION, WITH DISCLAIMER AND
MEMORANDUM OF ALTERATION.
SPECIFICATION.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, THOMAS
PARKIN, of Number 22, Bridge Street, Blackfriars, in the City of London,
Engineer, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of Great Britain, bearing date at West-
minster, the Ninth day of April, in the second year of Her reign, did, for
Herself, Her heirs and successors, give and grant unto me, the said Thomas
Parkin, Her especial license, full power, sole privilege and authority, that I,
the said Thomas Parkin, my exors, adñors, and assigns, or such others. as I,
the said Thomas Parkin, 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 "IMPROVEMENTS IN RAILROAD AND OTHER CARRIAGES, IN WHEELS
FOR SUCH CARRIAGES, AND IN ROADS AND WAYS ON WHICH THEY ARE TO TRAVEL;"
in which said Letters Patent is contained a proviso that I, the said Thomas.
Parkin, should cause a particular description of the nature of my said Inven-
tion, and in what manner the same is be performed, to be inrolled in Her
said Majesty's High Court of Chancery within six calendar months next and

page_text: immediately after the date of the said in part recited Letters Patent, 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
Thomas Parkin, do hereby declare that the nature of my said Invention, and
the manner in which the same is to be carried into effect, are set forth and
explained in the following description thereof, reference being had to the
Drawings hereunto annexed, and to the figures, letters, and numbers thereon
marked, in correspondence with the figures, letters, and numbers herein con-
tained, that is to say:-
. Firstly, my improvements in railroad and other carriages consist in modi-
fying the carriage, whether waggon or coach, and in combining with the
modification an apparatus for lifting the horse or horses entirely off the
ground, and suspending him or them from the carriage or carriage frame
while descending hills, and adding a break to one or two of the wheels to
retard the velocity, whereby the carriage may be safely allowed to run down
hill by its own gravity at a speed considerably greater than the safety of the
horses would otherwise permit, and yet that the carriage may be retarded or
stopped at pleasure, by means of the break; and further in combining with
the carriage the means of causing the hinder axletree to turn on a centre
pin, instead of the fore-axletree, as in common use for guiding the carriage,
and in providing for the fixing of the axletree at right angles to the path
of the carriage while running on railways.
Secondly, my improvements in the wheels of carriages to run exclusively
on railroads consist in two peculiar modes of combining wood and iron
together, so as to obtain wheels of great strength, one mode presenting at the
periphery a surface of wood to roll on the iron rails, and the other mode
having the wood covered with a ring or tire of iron, by both of which modes
the destructive effects of concussion are avoided and travelling rendered much
more easy.
Thirdly, my improvement on the wheels of carriages for running on common
roads consists in making the outer part of the felloe of two rings composed
of wood, bolted side by side through a rib projecting from the middle, and
constituting a part of an inner felloe of iron.
Fourthly, my improvement upon the wheels of carriages to run alternately
upon common roads and upon railways, consists in combining a felloe or tire
of iron to run upon the common road with a felloe composed of short blocks
of wood having the grain nearly in the direction of the radius secured to
the side of the iron felloe, the wooden felloe to run upon a railway placed on

page_text: the common road, the iron felloe being of larger diameter than the wooden
felloe, for the purpose of forming a flanch to prevent the wheel running off
the rail, and of keeping the wooden felloe clear of the ground when running
on the common road.
Fifthly, my improvement on railroads consists in forming the rails of hard
wood placed with the end of the grain in a vertical or nearly vertical position,
laid either in a bed of concrete, or of cement, or of gravel.
Sixthly, my improvements in railways on common roads consist in the.
laying down of tram rails and edge rails, in the same continuous line along
the common road, the tram rails being generally laid at the crossings of
streets or roads, and in front of buildings, and the edge rails at other parts
of the road, in combination with certain communicating inclined pieces for
the wheels to pass smoothly from one kind of rail to the other, and in com-
bination also with a mode of securing both sorts of rails down upon bearers
of wood, by nails driven through the iron and through the wood into con-
tinuous bearers of asphalte or other suitable cement laid in trenches dug in
the road, the points of the nails being made thicker or broader than the
shanks, and driven in while the cement is soft, so that the cement may collapso
around the neck of the nail, and prevent its being drawn out.
And,
Seventhly, my improvements in roads and ways consist, according to my
first mode, of paving them with blocks of wood, having the grain inclined to
the horizon in some angle, varying from about forty-five degrees to about
seventy degrees, the grain of all the blocks leaning in the same direction or
towards the same point of the compass. And, according to my second mode.
of paving with similar blocks as in my first mode, but the alternate rows of
blocks leaning towards the opposite points of the compass, each pair of
oppositely leaning blocks being sometimes held together by a dowell passing.
through the middles of both blocks. And, according to my third mode, in paving
with planks or blocks of wood having the grain lying in any direction, in
combination with nails thickly driven into their upper surfaces, the twofold
object of the nails being to diminish wear, and afford hold for the horses'
feet, and prevent their slipping. And, according to my fourth mode, of paving
with blocks or planks having the grain lying, standing, or leaning in any
direction, in combination with grooves cut in the sides of the blocks or
planks, and in the placing of tongues or keys of any suitable material into
each pair of meeting grooves, for the purpose of causing each block or plank
reciprocally to support and be supported by the contiguous blocks or planks.
And, according to my fifth mode, in paving with blocks or pieces of wood of
any convenient figure with the grain either vertical or inclined, cemented

page_text: together by filling the interstices between the blocks with a mixture of sand,
pulverized chalk, brickdust, or other earthy matter, united with pitch or other
bituminous substances or suitable cement, which mixture will melt or
soften by the application of heat, but remain firm at the highest summer
temperature. And in order to take up such blocks or batches of block for
laying gas or water pipes, I provide a lever of iron, having a wooden handle;
the iron end being.made hot is thrust down into the interstice to melt the
cement, and lift it out; several such levers being heated at one time may be
used simultaneously or in rapid succession, so that a block or a batch of
blocks may be quickly separated from those surrounding. And I also provide
a plough or coulter of copper or iron for the same purpose, kept hot by a fire
made around it, while it is drawn along the interstice. And, according to
my sixth mode, in paving with blocks of wood of any figure upon a foundation
of sand, ashes, or saw dust, saturated with tar or bituminous substance,
especially if boiled, laid upon the natural ground for the blocks to rest on.
And, according to my seventh mode, in cutting furrows or grooves in any
direction, a few inches apart across the upper surfaces of the blocks of wood
used in paving, whether the grain be vertical or inclined to the horizon; but in
the case of small blocks being used, the grooves or furrows are formed by cham-
fering off the outer edges of the upper surfaces of the blocks, which furrows and
chamferings may be made deep, and filled up with asphalte or other cement,
or gravel and sand, the object being in both cases to prevent the horse's feet
slipping. And, according to my eighth mode, in laying down on the sides of
streets concave plates of iron, screwed or nailed down upon longitudinal
bearers of wood sunk at a proper depth below the roadway.
And the manner in which I carry these my various improvements into effect
is shewn by the Drawings hereunto annexed, which are to be taken to form
a part of this my said Specification, and by the explanation of the same, as
herein-after contained.
DESCRIPTION OF THE DRAWINGS.
Figure 1 represents the profile of a carriage, with the horse suspended from
the apparatus placed at the front of the carriage. Figure 2, plan of part of
Figure 1, with the body of the carriage and the horses omitted, in order to
shew the framework apparatus under and in front of the carriage more distinctly.
Figure 3, front elevation of Figure 1, with the horses omitted, to shew the
apparatus more distinctly. The carriage, as represented in these three Figures,
is designed for being run on common roads, but I make a modification for
exclusive use on such railroads as are unconnected with common roads, by

page_text: fixing each pair of wheels upon one common revolving axle in the ordinary
manner, and placing flanches on the inner sides of the wheels, to keep them
from running off the rails, and I also remove the connecting rods, and fix the
binder axle parallel to the fore axle. The letters and numbers of reference
signify the same parts in all the three Figures 1, 2, and 3. a represents the
fore wheels of the carriage, which are placed far forwards. in order that the
weight of the carriage may have good leverage power for lifting the horses ;
6, the axletree of the front wheels; c, the hinder wheels; d, the axletree of the
hinder wheel. This axletree turns on a centre pin under a cross bar, upon
which the springs of the carriage are bolted. e, the hinder cross bar of the
carriage frame, under which the axletree d turns; f, the centre pin, fixed
in the cross bar e; 9, two iron rods, holding the cross bar e and fore axle b
parallel to each other; h, two iron rods, for the further bracing of the bare, and
front axletree together; k, four springs, for supporting the carriage body; l,
the carriage body; m, the seat for the driver; n, an upright frame of wood
affixed upon the front axletree; p, two iron diagonal braces to strengthen
the frame n; 7, two iron rods to support the top of the frame n from the
cross bar e; r, an horizontal frame, projecting forwards from about the middle
of the height of the upright frame p; s, two iron diagonal braces for
strengthening the frame r; st, two iron rods for keeping the outer ends of the
frame rat proper distances; t, three braces of wood for supporting the front
end of the horizontal frame from the axletrce b; u, three strong iron
bearing bars, secured to the upper end of the upright frame n, and to the
front end of the horizontal frame r; v, a shaft, lying across and revolving on
the middle parts of the three bearing bars u; w, a toothed wheel, fixed on
the end of the shaft v; a, a worm working in and driving the toothed
wheel w; y, a spindle and winch, for turning the worm a; z, a shaft, lying
across and revolving on the front parts of the three bearing bars u. 1,
four pullies, fixed on the shaft v, to which eight ropes are fastened, four of
which ropes hang down perpendicularly from the front sides of the pullies.
2, four pullies on the shaft z, over which pullies four of the ropes of the
pullies 1 pass, and hang down perpendicularly from the front sides of those
front pullies. 3, two broad belts, each secured by the four corners to two
of the ropes, hanging down from the pullies 1, and to two of the ropes
hanging down from the front pullies 2, each of these belts being designed to
support a horse. 4, two connecting rods, for turning the hinder axletree. 5,
two arms, jointed with and acting on the connecting rods 4. 6, an upright
spindle, carrying the two arms 5, and turning in bearings affixed to the
upright frame p, and on the axletree b. 7, a lever or handle, affixed on the

page_text: upper end of the spindle 6, for turning the spindle, and thereby the arms,
and by means of the connecting rods turning the hinder axletree and its
wheels to guide the carriage. This handle may, by means of a spring catch
of any ordinary construction, be held in such position as shall keep the hinder
axletree parallel to the fore axletree, when running upon railways. 8, a
break and bent lever, turning on a stud in the upright frame p, and acting
against the back of the fore wheel of the carriage, the bandle of the lever
reaching up near to the seat of the driver.
Figure 4 shews an outside view of a compound railway wheel. Figure 5,
an inside view of the same, or that side of the wheel which is next to the
carriage. Figure 6, a transverse section of the wheel through the axis.
The same letters and numbers of reference signify the same parts in Figures
from 4 to 13 both inclusive. a, twelve sectors of wood, extending when first
put together from the centre to the circumference of the wheel, the direction
of the grain running from the circumference towards the centre; b, a
circular plate and boss of cast iron, bolted on to the outside of the wheel;
c, a circular plate and boss also of cast iron, bolted on to the inside of
the wheel, the bolts passing through both plates, and through all the sectors,
the plates being brought closely to embrace the wood by means of nuts
at the outside of the wheel; d, the bolts; e, the nuts; one of the nuts
is shewn in two views of a large size at Figure A, where it will be seen
that the under corners of the nut are chamfered off. When the nut is tightened
up to the requisite degree I bind around the nut a piece of annealed wire and
draw it tightly in under the four corners of the nut and twist the two ends of
the wire together, by which means the nut will not be liable to be shaken
loose in the working of the wheel; this mode of holding the nuts from being
shaken loose applies to the nuts of all the wheels herein-after described. The
nave may be made all of iron by casting a central hollow cylinder projecting
from the inside of one boss and fitting tightly into a bored aperture in the
middle of the opposite boss; f, twelve plates of iron screwed on over the
sectors on the inside of the wheel, to give further support to the outer ring in
addition to the bolts; g, the screws for screwing the plates f; h, a ring of cast
iron forming the flanch, to keep from running off the rails. This ring is kept
concentric with the bosses by means of the plates f, as well as by the bolts of
the ring. k, a ring of iron opposite the ring h, the two rings being firmly bolted
together upon the wood near the circumference of the wheel;l, the bolts; m,
the nuts; n, a slot for a key to fasten the wheel on to the axle. When all the
nuts are tightly turned on and screwed by binding wire, the wheel is affixed to
a face plate in the lathe where the centre hole is bored out, iron and wood

page_text: together, and the periphery of the wood part turned truly, and thus the wheel
is finished ready to be fixed on to the axle. Although the plate 6 and the ring
k are shewn as lying upon the wood on the outside of the wheel, yet they may
be wholly or in part let into the wood, and lie in recesses turned in the wood
for their reception.
.
Figure 7, outside view of a railway wheel, having an outer hoop or tire of
iron with a flanch projecting from it, the main body and spokes of the wheel
being made of iron and wood combined. Figure 8, transverse section of the
same, through the axis and through the middle of a spoke. p, two castings of
iron forming the principal part of the two sides of the wheel, each casting
consisting of a boss of eight broad arms or spokes, and of a ring chamfered
or bevelled at the circumference, all cast together in one piece, the boss is
bored out and the bevelled circumference of the ring turned in the lathe..
9, a cylindrical piece of wood bolted in between the two bosses. r, eight pieces
of wood, two of them visible in the section filling up the spaces between the
arms and extending from the pipe q to the commencement of the bevel of the
iron ring. These pieces of wood are respectively compressed by bolts and nuts.
between the two iron arnis. s, a double ring of wood fitted in segments around
the cast iron ring and within a hoop forming the periphery of the wheel. t, the
hoop or tire; u, the flanch to keep the wheel from running off the rails; v, an
inner rib to keep. the hoop or tire from slipping off from the double ring of
wood s.
In order to form the double ring s, I first fix the segments of one
half of the width of the ring dowelled or tongued together against a face
plate in the lathe, and turn the outside of the wood to fit within half of the
width of the hoop or tire t, turning also a rebate to receive the half of the
thickness of the rib v, and turn the inner side of the wood to fit the outer
and bevelled circumference of one of the castings p; I then remove this half
ring of wood from the face plate, and affix the other half ring of segments and
turn them into the same figure and size as the first half ring. In proceeding
to put the wheel together, I first lay one of the castings p on a level support
with the outside downwards, and lay one half of the ring of wood s around
and against the bevelled circumference of the casting, and then lay the eight
pieces of wood upon the arms or spokes and the cylindrical piece of wood 9 on
upon the boss; I then heat the iron hoop or tire t, and place it outside around
the half ring of wood. I next lay the other half ring of wood upon the first
half ring within the hoop, and the other casting p upon the wooden spokes
and upon the cylindrical piece of wood, and quickly pass the bolts through the
arms and the bosses, and put on the nuts turning them as tightly as possible
before the hoop has time to lose much of its heat; the hoop will then shrink

page_text: on and tightly embrace the double wooden rings, and there will be no risk
of its becoming loose if care be taken to form the rings s of dry, of boiled, or
of steamed wood.
Figure 9, view of a wheel for running upon common ronds. Figure 10,
transverse section of the rim and nave through the axis, with a view of two of
the spokes. w, the nave of iron cast on upon the broad ends of the spokes a,
the arms or spokes of sheet iron about an eighth of an inch thick, the broad
ends cast into the nave and the narrow ends into the felloc. y, the felloe of
iron cast on upon the extremities of the spokes, having a rebate on each side of
a middle rib for the reception of the two halves of the wooden felloe. z, the
wooden felloe bolted in two thicknesses to each other through the rib of the
felloe y; two light rings of iron may be put on the wood under the bolt heads
and nuts, or they may be let into the wood if desired to afford greater security
to the blocks.
Figure 11, view of the inside of a wheel for running alternately upon
common ronds and upon railways. Figure 12, view of the outside of the
samė 'wheel. Figure 18, transverse section of the same through the axis.
1, the felloe of iron cast on upon the extremities of the spokes, as described
in the last-mentioned wheel. 2, the wooden felloe bolted on to the side of
the iron felloe. 3, recesses in the iron felloe, to lighten the wheel.
rail and of
Figure 17,
Figure 19,
Figure 14, elevation of a piece of railway made of wood. Figure 15,
transverse section of the same. Figure 15, plan of the same. The letters of
reference signify the same parts in Figure 14 to 20, both inclusive. a, pieces of
hard wood having the grain vertical or nearly vertical. b, cheeks formed of
planks of wood with the grain horizontal, bolted on against the two sides of the
pieces a. Figure 16, longitudinal and vertical section of a tram
an edge rail meeting together and leading one into the other.
plan of the same. Figure 18, transverse section from B to C.
transverse section from D to E. Figure 20, transverse section from F to G.
c, the tram rail; d, the edge rail; e, an inclined piece leading from the side of
the tram rail on to the edge rail; f, bearers of wood under the two kinds of
rails; g, bearers of asphalte or other cement laid in a trench dug in the
common road, the asphalte bearers supporting the iron; h, nails driven
through the iron rails and wooden bearers into the asphalte bearers; k,
oblong holes in the rails to allow room for driving a second nail in case the
first should not hold firmly or could not be readily drawn out. Should it be
required to drive a nail into the asphalte after the asphalte is cold, the nail
must be heated and driven while hot. Figure 21 represents a view of a row
of blocks of wood cut with the grain inclining to the horizon. Figure 22, two

page_text: blocks inclined in a similar manner. Figure 28, elevation of a pair of blocks
leaning in opposite directions and dowelled together. Figure 24, plan of the
same. Figure 25, plan of a plank thickly studded with nails. Figure 26,
transverse section of two such planks tongued together. Figure 27, view of
a row of blocks stretching across a street and appearing rectangular, the
leaning being towards the length of the street. Figure 28, a pair of upright
blocks in combination with grooves for the reception of tongues or keys.
between them and the contiguous blocks. 7, see Figures 21, 22, 26, 27, and 28,
represent grooves for the reception of tongues or keys. m, see Figures.
22, 25, 26, and 27, represents tongues or keys laid in some of the grooves.,
n, see Figures 21, 28, and 29, shews grooves or notches in the upper surfaces
of the blocks. p, similar grooves formed by chamfering off the edges of the.
blocks. 9, see Figure 21, grooves filled with asphalte. r, see Figure 27,
concave gutter plates nailed down upon wooden bearers. s, the wooden-
bearers; t, curb stones; u, flag stones. Figure 29 shews a batch of square
blocks cemented together which may be separated singly or in masses, and.
taken up by melting the surrounding cement. Figure 30 shews a batch of
blocks of various sizes and figures cemented together within a square space,.
which batch may be removed in a mass when the cement is melted away from.
the surrounding straight grooves. Figure 31, a lever of iron with handle of
wood, the iron end to be heated for melting and lifting the cement out of the,
spaces between the blocks. Figure 32, plan of a truck carrying a fireplace to
give a continued heat to a coulter for ploughing out the cement. Figure 33,
longitudinal section of the same. n, the coulter made of copper, as transmit-
ting heat more freely than iron, and is not so soon burnt out. p, two braces
to keep the coulter firmly in its position in the midst of the fire. 9, a row of
blocks, from part of which the cement is supposed to be melted away by the
passage of the hot coulter. The parts of the truck are too obvious to need
referring to.
And I hereby further declare, in reference to my improvements in railroad
and other carriages as herein-before stated under my first head, that I am
aware that the lifting of a portion of the weight of a horse to ease his labor
in descending bills has often heretofore been effected in carts by shifting the
body of the cart backwards on the axletree, and in other cases by taking a.
part of the loading from the front and placing it at the back of the cart.
I am aware also, that a method of lifting a portion of the weight of a horse
for the purpose of enabling him to increase his speed by striking the ground
with his feet without pressing much of his weight on them, has already been
made public. I therefore disclaim the partial lifting of a horse either on level.
And

page_text: roads or on declivities. But I claim the right of elevating the horse entirely
off the ground on declivities down which the carriage can run by its own
weight, this elevation of the horse being combined with a break to regulate
the speed of the descent, or to stop the progress of the vehicle at any part of
the declivity, and in combination also with the turning of the hinder axletree
of the carriage to make it go in a curvilivear direction, as above particularly
described. And I claim the placing of the axletree and fore wheels forwards
near or beyond the front of the carriage in this, combination, by which the
weight of the carriage is thrown so far behind the horses as to more than
counterbalance them when suspended.
And in reference to my second head of improvements, namely, in the wheels
of carriages to run on railroads, I am aware of the plan for driving short
blocks of wood endwise into a dovetailed groove in the periphery of an iron
wheel; and I am aware also, of an improvement upon this last-mentioned
wheel, whereby similar short blocks of wood are described as being held
around the periphery of a wheel by a ring screwed on against the sides of
the blocks, so as to hold them against the opposite flanch by compression.
And I am further aware of a plan, according to which it is proposed to secure
a number of short blocks by holding them in a rebate formed in the periphery
of the wheels. I therefore disclaim all these plans, together with all methods
of securing short blocks to form the outer running surface or peripheries of
wheels for being used exclusively on railways. But I claim the right of
making railway wheels with pieces of wood extending from the nave or axle
to the periphery, the wood being secured together by bolts between cheeks or
plates and rings on each side, two examples of which construction are shown
at Figures 4, 5, and 6, and at 7 and 8. And I claim the right of bolting or
screwing on a ring to form the flanch in any kind of railway wheel, so that
the flanch may be replaced by a new one when it is worn out before the rest
of the wheel.
And in regard to my third head, or my improvement upon the wheels of
carriages to run on carriage roads, I claim the right of constructing the outer
part of the felloes of two rings composed of short pieces of wood, having the
end of the grain standing against the circumference and bolted to and through
a middle rib projecting all around from and constituting part of the inner felloe
of iron.
And in regard to my fourth head, namely, the improvement upon the
wheels of carriages to run alternately upon cominon roads and upon railways,
I claim the right of combining a rim or tire of iron to run upon a commion
road with a tire of wood having the grain lying nearly in the direction of the

page_text: radius, bolted on in short pieces by the side of the iron rim, the external part
of the wood which is to run upon the railway being of less diameter than the
iron rim which is to run upon the common road.
And in reference to my fifth head, respecting my improvement in railroads,
I claim the formation of the rails of hard wood placed upon the end of the
grain in or nearly in a vertical position, and of laying the same in a bed of
concrete, of cement, or of gravel.
.
And in respect of my sixth head, namely, improvements in railways on
common roads, I claim the using of tram rails in cases where carriages are
allowed to cross the road and in front of buildings, leading on to edge rails in
other parts of the road; and I claim the leading pieces forming the communi-
cation between the tram rails and the edge rails; and I claim the nailing down
of iron rails through wooden bearers upon bearers of cement or asphalte, with
nails having thick points and comparatively thin shanks.
And in regard of my seventh head, or of improvements in railways, and
whereas I claim, as my first and second modes, the paving with blocks of wood
having the grain inclined to the horizon from about 45° to about 70°, and
I claim the dowelling of the blocks together in pairs when slanting or leaning
in opposite directions.
And in reference to my third mode, I claim the right of paving with wood
having the grain vertical, horizontal, or inclined, in combination with a great
number of nails driven into the upper surface to diminish the wear and afford
a hold for the horse's feet.
:
And in regard to my fourth mode of paving, I claim the right of making
grooves in the sides of blocks and planks, and of placing tongues or keys
of any suitable material into the pairs of meeting grooves, for preventing
either of two contiguous blocks or planks held by one common tongue from
sinking below or rising above the other.
And according to my fifth mode of paving, I claim the right of cementing
blocks or pieces of wood together by filling up the interstices between them
with a mixture of earthy matter united with pitch, or other bituminous sub-
stance or suitable cement, which will melt with heat and yet remain firm at
the highest summer temperature. And I claim the right of using a hot iron
lever and a hot iron or copper plough or coulter attached to a truck, to melt
the cement, and of the interstices between the blocks when it is required to
take them up for the laying or repairing of water and gas pipes.
And according to my sixth mode of paving, I claim the right of laying
upon the natural ground or foundation of the road a layer of sand, ashes, or

page_text: saw dust, saturated with tar or other bituminous substance, especially if boiled
for the blocks to rest upon.
And according to my seventh mode, I claim the right of making grooves or
furrows in the upper surfaces of wooden pavement, whether the grain be
placed in an inclined or in a vertical position.
And finally, according to my eighth mode, I claim the right of laying down
concave iron plates upon longitudinal bearers of wood, for forming the gutters
of streets, in combination with any kind of pavement; such several parts of
my said Invention and improvements so as aforesaid claimed by me being, to
the best of my knowledge, new and not heretofore publicly used: and this Speci-
fication and description being a full compliance with the proviso in the said
Letters Patent contained, I claim exclusive benefit and privilege of these my
said Inventions and Improvements.
:
In witness whereof, I, the said Thomas Parkin, have hereunto set my
hand and seal, this Seventh day of October, in the year of our Lord
One thousand eight hundred and thirty-nine.
:
AND BE IT REMEMBERED, that on the Seventh day of October, in the
year of our Lord 1839, the aforesaid Thomas Parkin, Esquire, came before
our said Lady the Queen in Her Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained and specified, in form
above written. And also the Specification aforesaid was stamped according
to the tenor of the Statute made for that purpose.
Inrolled the Ninth day of October, in the year of our Lord One thousand
sight hundred and shirtor nina

page_text: Street, in the City of London, Engineer, for the sole making, using,
exercising, and vending of his Invention of "IMPROVEMENTS IN
RAILROAD AND OTHER CARRIAGES, IN WHEELS FOR SUCH CARRIAGES,
AND ON ROADS AND WAYS ON WHICH THEY ARE TO TRAVEL," within
England and Wales and the Town of Berwick-on-Tweed, bearing.
date at Westminster the Ninth day of April, One thousand eight
hundred and thirty-nine, to which the said Thomas Parkin did duly.
enrol a Specification.
DISCLAIMER to be entered by the said Thomas Parkin, pursuant to an
Act passed in the fifth and sixth years of the reign of His late Majesty
King William the Fourth, entitled "An Act to amend the Laws touching.
Letters Patent for Inventions."
WHEREAS, I, the said Thomas Parkin, in the said Specification, described
my Invention so far as relates to improvements in railroads and other carriages,
in manner following, that is to say :-
"Firstly, my improvements in railroad and other carriages consist in.
❝modifying the carriage, whether waggon or coach, and in combining with
"the modification an apparatus for lifting the horse or horses entirely off the
"ground and suspending him or them from the carriage or carriage frame'
"while descending hills, and adding a break to one or two of the wheels to'
"retard the velocity, whereby the carriage may be safely allowed to run down
"hill by its own gravity at a speed considerably greater than the safety of
"the horses would otherwise permit, and yet that the carriage may be
"retarded or stopped at pleasure by means of the break. And, further, in
"combining with the carriage the means of causing the binder axletree to
"turn on a centre pin instead of the fore axle, as in common use for guiding
"the carriage, and in providing for the fixing of the axletree at right angles
"to the path of the carriage while running on railways." And whereas I, in
my said Specification, also described my improvements in railways on common
roads to consist in the laying down of tram rails and edge rails in the same
continuous line along the common road, amongst other things in combination
with a mode of securing both sorts of rails down upon bearers of wood by nails
driven through the iron and through the wood, with continuous bearers of:

page_text: "
"
"
asphalte or other suitable cement laid in trenches dug in the road, the points
of the nails being made in manner in the said Specification mentioned, and
being driven in whilst the cement is soft for the purpose therein also mentioned.
And whereas I, in my said Specification, also described my improvements in
roads and ways to consist according to my third mode, "in paving with planks
" or blocks of wood, having the grain lying in any direction in combination
"with nails thickly driven into their upper surfaces, the two-fold object of the
"nails being to diminish, wear, and afford hold for the horses' feet and pre-
"vent their slipping;" and according to my fourth mode, "in paving with
"blocks or planks having the grain lying, standing, or leaning in any direc-
tion, in combination with grooves cut as therein mentioned, and in the
placing of tongues or keys of any suitable material into each pair of
meeting groves for the purpose therein mentioned;" and, according to my
fifth mode, "in paving with blocks or pieces of wood cemented together
"as therein described," and I, by my said Specification, stated that in order to
take up such blocks or batches of blocks for laying gas or water pipes, I pro-
vide a lever of iron having a wooden handle, the iron end, being made hot,
is thrust down into the interstices to melt the cement and lift it out, several
such levers being heated at one time may be used simultaneously, or in
rapid succession, so that a block, or batch of blocks may be quickly separated
from those surrounding, and I also provide a plough or coulter of copper or
iron for the same purpose, kept hot by a fire made around it, while it is drawn
along the interstices. And whereas I describe in my seventh and eighth modes
of improvements in roads and ways to consist, "according to my seventh
"mode, in cutting furrows or grooves in any direction a few inches apart
ແ accross the upper surfaces of the blocks of wood used in paving, whether the
grain be vertical or inclined to the horizon, but in case of small blocks being
"used the grooves or furrows are formed by chamfering off the outer edges
"of the upper surfaces of the blocks, which furrows and chamferings may
"be made deep and filled up with asphalte or other cement or gravel, or sand,
"the object being, in both cases, to prevent the horse's feet slipping."
And according to, my eighth mode, "in laying down on the sides of
"streets concave plates of iron screwed or nailed down upon longitudinal
"bearers of wood sunk at a proper depth below the roadway." And whereas
I, by my said Specification, in reference to my improvements in railroad and
other carriages, claimed the right of lifting the horse entirely off the ground,
on declivities down which the carriage can run by its own weight, this clevation
of the horse being combined with a break to regulate the speed of the
descent, or to stop the progress of the vehicle at any part of the declivity,
and in combination also with the turning of the hinder axletree of the carriage

page_text: to make it go in a curvilinear direction, as above particularly described, and
the placing of the axletree, and for wheels forwards, or beyond the front of the
carriage in this combination, by which the weight of the carriage is thrown
so far behind the horses as to more than counterbalance them when suspended.
And whereas by my said Specification in reference to my improvements in
railways in common roads, I claimed the nailing down of iron rails through
wooden bearers upon bearers of cement or asphalte, with nails formed as
therein mentioned; and whereas I also, in reference to my third mode,
claimed the right of paving with wood, having the grain vertical, horizontal,
or inclined in combination with a great number of nails driven into the upper
surface to diminish the wear and afford a hold for the horse's feet; and, in
reference to my fourth mode, the right of making grooves cut in the sides of
blocks and planks, and of placing tongues or keys of any suitable material into
the pairs of meeting grooves for preventing either of two contiguous blocks or
planks held by one common tongue from sinking below or rising above the
other; and in reference to my fifth mode of paving, I, amongst other things,
claimed the right of using a hot iron lever, and a hot iron or copper plough or
coulter attached to a trunk, to melt the cement out of the interstices between
the blocks, when it is required to take them up for the laying or repairing the
gas or water pipes; and, according to my seventh mode of paving, I claimed the
right of making grooves or furrows in the upper surfaces of wooden pavement,
whether the grain be placed in an inclined or in a vertical position; and,
finally, according to my eighth mode, I claim the right of laying down concave
iron plates upon longitudinal bearers of wood for forming the gutters of streets
in combination with any kind of pavement: Now, therefore, I do hereby
wholly disclaim so much of the Title of my said invention, and of the said
Specification to my said Patent, and of any right thereby claimed, as
relates to improvements in railroad and other carriages, including the mode
of lifting the horse set forth in my said Specification; and 1 do hereby
further disclaim, in reference to my improvements in railways on common
roads, by laying down tram rails and edge rails in the same continuous line
as in my said Specification and herein-before set forth, all right to the mode
of securing both or either of the said sorts of rails down upon bearers
of wood by nails driven through the iron and through the wood, with con-
tinuous bearers of asphalte or other suitable cement in manner in the said
Specification mentioned, or otherwise; and I do hereby further wholly dis-.
claim all right to my third mode of improvements in roads and ways in the said
Specification mentioned; and I do hereby further disclaim, in reference to
my fourth mode of improvements in roads and ways, all right of paving with
planks of wood, and also of making grooves cut in the sides of any planks,

page_text: and of placing tongues or keys in manner in the said Specification mentioned
in grooves cut in planks. And I do hereby further disclaim in reference to
my fifth mode of improvements in roads and ways all right to the use of
any such lever or coulter as is described and claimed by my said Specification.
And I do hereby also wholly disclaim all right to the seventh and eighth
modes of improvements in roads and ways respectively in my said Speci-
fication mentioned.

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, THOMAS
HARPER BENNETT, of the Dover Road, in the County of Surrey, Hat and Cap
Manufacturer, send greeting.
WHEREAS; Her most Excellent Majesty Queen Victoria, by Her Letters
Patent under the Great Seal of Great Britain, bearing date at Westminster,
the Ninth day of April, in the second year of Her reign, did, för Herself, Her
heirs and successors, give and grant unto one Thomas Parkin, his exors,
adors, and assigns, Her especial licence, full power, sole privilege and au-
thority, that the said Thomas Parkin, his exors, admors, or assigns, or such
others as he, the said Thomas Parkin, should' at any time agree with and no
others, from time to time and at all times thereafter during the term of years
therein expressed, should and lawfully might make, use, exercise, and vend,
within that part of the United Kingdom of Great Britain and Ireland called
England, Her Dominion of Wales, and Her Town of Berwick-upon-Tweed,
his Invention of "IMPROVEMENTS IN RAILROAD AND OTHER CARRIAGES, IN WHEELS
FOR SUCH CARRIAGES, AND IN ROADS AND WAYS ON WHICH THEY ARE TO TRAVEL :"
And whereas the said Thomas Parkin, in pursuance of a proviso in the said in
part recited Letters Patent contained, did cause a particular description of the
nature of his said Invention, and in what manner the same is to be performed;
by an instrument in writing under his hand and seal, to be inrolled in Her
said Majesty's High Court of Chancery on the Ninth day of October, in the
year of our Lord One thousand eight hundred and thirty-nine: And whereas
the said Thomas Parkin, after the granting the said Letters Patent the Sixth
day of April, in the year of our Lord One' thousand eight hundred and forty-
one, applied to Sir Thomas Wild, Knight, then being Attorney General for
Her present Majesty Queen Victoria, for leave to enter with the Clerk of the
Patents of England a Disclaimer, bearing date the Tenth day of April, in the
year of our Lord One thousand eight hundred and forty, by him, the said
Thomas Parkin, and under the hand of him, the said Thomas Parkin, of part
of the Title and of the Specification of the said Invention' for which the said
Letters Patent were granted as aforesaid; and the said Sir Thomas Wilde,
Attorney General aforesaid, under his hand in writing on the said Sixth April,
B

page_text: One thousand eight hundred and forty-one, on such application duly granted
leave to the said Thomas Parkin to file his said Disclaimer, pursuant to the
Statute passed in the sixth year of the reign of His late Majesty King
William the Fourth, entitled "An Act to amend the Law touching Letters
Patent for Inventions," and thereupon the said Thomas Parkin, according to
the said leave so granted, afterwards, on the Twenty-sixth day of April, in the
year of our Lord One thousand eight hundred and forty-one, at the Patent
Office, Quality Court, Chancery Lane, duly filed the said Disclaimer, bearing
date the Tenth day of April, One thousand eight hundred and forty aforesaid,
and the said Disclaimer. was then, on the said Twenty-sixth day of April, in
the year of our Lord One thousand eight hundred and forty-one, taken and
acknowledged by the said Thomas Parkin, and which said Disclaimer, leave,
and acknowledgement aforesaid were afterwards, on the Twenty-seventh day
of April, One thousand eight hundred and forty-one, duly enrolled in Chancery
of Record: And whereas, by a certain Indenture of Assignment, bearing date
on or about the Tenth day of June, in the year of our Lord One thousand
eight hundred and forty-two, made between the said Thomas Parkin of the
one part, and me, the said Thomas Harper Bennett, of the other part, the
said Letters Patent were, for the considerations in the said Indenture men-
tioned, assigned, transferred, and set over unto me, the said Thomas Harper
Bennett, my exors, adñors, and assigns: And whereas I, the said Thomas
Harper Bennett, am desirous, for good and sufficient reasons herein-after
mentioned, to enter a Disclaimer of that part of the Title of the said Invention
herein-after next mentioned, and of the said Specification and Memorandum
of Alteration in Title in the said Specification, and have obtained leave of
Her Majesty's Attorney General, certified by his fiat and signature, according
to the form of the Statute in such case made and provided.
KNOW YE THEREFORE, that I, the said Thomas Harper Bennett,
being possessed of the said Letters Patent under and by virtue of the said
assignment thereof to me as aforesaid, do hereby, for the reason of making the
Title of the said Invention consistent with the Disclaimer and Memorandum
of Alteration, hereby by me made and applicable to the said Invention, only
remaining undisclaimed and in force and effect after the making of this my
Disclaimer and Memorandum of Alteration, enter my Disclaimer, and do
hereby disclaim the following part of the Title of the said Invention; that is
to say, I hereby disclaim the words "in railroad and other carriages, in
wheels for such carriages, and;" also the words "on which they are to travel."
And I, the said Thomas Harper Bennett, do hereby, for the reason aforesaid,

page_text: enter my Memorandum of Alteration, and I do hereby, for the reason afore-
said, alter the said Title of the said Invention of "Improvements in railroad
"and other carriages, in wheels for such carriages, and in roads and ways on
"which they are to travel," by striking out the words "in railroad and other
carriages, in wheels for such carriages, and on which they are to travel," and
by adding after the words in the said Title "in roads and ways" the words
following, viz, "made or paved with wood on which carriages are to travel,"
so that after the said Disclaimer and alteration the Title of the said Invention
will be and now is, invention of "Improvements in roads and ways made or
paved with wood on which carriages are to travel." And also I do hereby, for
the reason aforesaid, disclaim and alter the said Specification in the recital
therein of the said Letters Patent, by stating the Title of the said Letters
Patent as so disclaimed and altered as aforesaid instead of the Title of the
said Patent before the same was disclaimed and altered; and also that I
hereby further disclaim, on the ground and for the reason of want of novelty,
the right of elevating the horse entirely off the ground on declivities down
which the carriage can run by its own weight, the elevation of the horse being
combined with a break to regulate the speed of the descent or to stop the
progress of the vehicle at any part of the declivity, and in combination also
with the turning of the hinder axletree of the carriage to make it go in a
curvilinear direction, as in the said Specification mentioned, and all right and
claim thereto and every part thereof, and all words in the said Specification
relating thereto. And I further hereby disclaim, on the ground of want of
novelty, the placing of the axletree and fore wheels forwards near or beyond
the front of the carriage in the combination, by which the weight of the
carriage is thrown so far behind the horses as to more than counterbalance
them when suspended as in the Specification mentioned, and all right and
claim thereto, and all and every part thereof. And I further hereby disclaim,
on the ground and for the reason of want of novelty, the right of making
railway wheels with pieces of wood extending from the nave or axle to the
periphery, the wood being secured together by bolts between cheeks or plates.
and rings on each side, two examples of which construction are shewn at 4, 5,
and 6, and 7 and 8, as in the Specification mentioned, and all right and claim
thereto, and all and every part thereof. And I further hereby disclaim, on
the ground and for the reason of want of novelty, the right of bolting or
screwing on a ring to form the flanch in any kind of railway wheel, so that
the flanch may be replaced by a new one when it is worn out before the rest
of the wheel, as in the said Specification mentioned, and all right and claim
thereto, and all and every part thereof.

page_text: And in regard of the third head or improvement upon the wheels of
carriages to run upon common roads, I hereby further disclaim, on the ground
and for the reason of want of novelty, the right of constructing the outer part
of the felloe of two rings composed of short pieces of wood, having the end of
the grain standing against the circumference, and bolted to and through a
middle rib projecting all around from and constituting part of the inner felloe
of iron, as in the said Specification mentioned, and all right and claim thereto,
and all and every part thereof.
And in regard to the fourth head, namely, the improvement upon the
wheels of carriages to run alternately upon common roads and upon railways,
I further hereby disclaim, on the ground and for the reason of want of novelty,
the right of combining a rim or tire of iron to run upon a common road with
a tire of wood, having the grain lying nearly in the direction of the radius,
bolted on in short pieces by the side of the iron rim, the external part of the
wood which is to run upon the railway being of less diameter than the iron
ring which is to run upon the common road, as in the said Specification
mentioned, and all right and claim thereto, and to all and every part thereof.
And in reference to the fifth head respecting the improvements in railroads,
I further hereby disclaim, on the ground and for the reason of want of novelty,
the formation of the rails of hard wood placed with the end of the grain
in or nearly in a vertical position, and of laying the same in a bed of concrete
of cement, or of gravel, as in the said Specification mentioned, and all and
every part thereof.
And in respect of the sixth head, namely, improvements in railroads on
common roads, I hereby further disclaim, on the ground and for the reason of
want of novelty, the using of tram rails in cases where carriages are allowed
to cross the road, and in front of buildings leading on to edge rails in other
parts of the road, as in the said Specification mentioned, and all right
and claim thereto, and to all and every part thereof; and I further hereby dis-
claim, on the ground and for the reason of want of novelty, the leading pieces
forming the communication between the tram rails and the edge rails, as in the
said Specification mentioned, and all right and claim thereto, and to all and
every part thereof; and I hereby further disclaim, on the ground and for the
reason of want of novelty, the nailing down of iron rails through wooden bearers
upon bearers of cement or asphalte, with nails having thick points and com-
paratively thin shanks, as in the said Specification mentioned, and all right and
claim thereto, and to all and every part thereof.
And in the seventh head of improvements in roads and ways in the said

page_text: Specification mentioned, as well in the descriptive part as in the claiming
part thereof, I hereby, for the reason of precision and certainty, do disclaim
in the words of the said seventh head of improvements in the said descriptive
part of the said Specification following, that is to say, "in paving them with
"blocks of wood having the grain inclined to the horizon in some angle
"varying from about forty-five degrees to about seventy degrees," the word
"about," where it is used respectively before the words "forty-five degrees,"
and also before the words "seventy degrees," thus making the words to run
"varying from forty-five to seventy degrees;" and in the words of the said
seventh head in the claiming part of the said Specification following, that is
to say, having the grain inclined to the horizon from about forty-five degrees
to about seventy degrees, the word "about," where it is used respectively
before the words "forty-five degrees," and also before the words "seventy
degrees," thus making the words to run "inclined to the horizon from forty-
five degrees to seventy degrees ;" and I recommend dowelling as in the said
Specification mentioned, yet I hereby disclaim, on the ground and for the
reason of want of novelty, the dowelling of the blocks together in pairs when
slanting or leaning in opposite directions, as in my said Specification men-
tioned, and all right and claim thereto. And I further hereby disclaim, on
the ground and for the reason of want of novelty, the right of paving with
wood having the grain vertical, horizontal, or inclined, in combination with a
great number of rails driven into the upper surface, to diminish the wear and
afford a hold for the horses' feet, as in the said Specification mentioned, and
all right and claim thereto, and to all and every part thereof. And I do
hereby, for the reason and on the ground of want of novelty, further disclaim,
in reference to the fourth mode of improvements in roads and ways, all right
of making grooves cut in the sides of any planks, and of placing tongues or
keys in manner in the said Specification mentioned, in grooves cut in planks,
and all claim thereto. And I hereby further disclaim, on the ground and for
the reason of want of novelty, the right of cementing blocks or pieces of wood
together by filling up the interstices between them with a mixture of earthy
matter united with pitch or other bituminous substance or suitable cement,
which will melt with heat, and yet remain firm at the highest summer
temperature, as in the said Specification mentioned, and all right and
claim thereto, and to all and every part thereof. And I hereby further
disclaim, on the ground and for the reason of want of novelty, the right of
using a hot iron lever and a hot iron or copper plough or coulter attached to
a truck to melt the cement out of the interstices between the blocks, when it

page_text: is required to take them up for the laying or repairing of water and gas
pipes, as in the said Specification mentioned, and all right and claim thereto,
and to all and every part thereof. And I hereby further disclaim, on the
ground and for the reason of want of novelty, the right of laying upon the
natural ground or foundation of the road a layer of sand, ashes, or saw dust,
saturated with tar or other bituminous substance, especially if boiled, for the
blocks to rest upon, as in the said Specification mentioned, and all right and
claim thereto, and to all and every part thereof. And I hereby further
disclaim, on the ground and for the reason of want of novelty, the right of making
grooves or furrows in the upper surfaces of wood or pavement whether the grain
be placed in an inclined or in a vertical position, as in the said Specification
mentioned, and all right and claim thereto, and to all and every part thereof.
And I hereby further disclaim, on the ground and for the reason of want of
novelty, the right of laying down concave iron plates upon longitudinal bearers
of wood for forming the gutters of streets in combination with any kind of
pavement, as in the said Specification mentioned, and all right and claim
thereto, and to all and every part thereof. And I, the said Thomas Harper
Bennett, do also hereby declare that my reasons for making and entering the
above Disclaimer and Memorandum of Alteration are the reasons above by me
stated. And I, the said 'Thomas Harper Bennett, do hereby further declare
that the above Disclaimer and Memorandum of Alteration are not nor is
either of them or any part thereof such Disclaimer or Alteration as will
extend the right granted by the said Letters Patent.
In witness whereof, I have hereunto set my hand and seal, this Nine-
teenth day of July, in the year of our Lord One thousand eight
hundred and forty-three.
10 the Clerk or the Patents of England.
This is to certify that the above-named Thomas Harper Bennett, of the
Dover Road, in the County of Surrey, Hat and Cap Manufacturer, has
applied to me for leave to enter with you the above written Disclaimer and
Memorandum of Alteration of part of the Title and Specification of a certain
Invention for which Letters Patent were granted to the above named Thomas
Parkin, under the Great Seal of Great Britain, dated at Westminster, the
Ninth day of April, One thousand eight hundred and thirty-nine, and to which
a Specification was duly enrolled; and having considered of the said appli-
cation, and no valid objection having been made to the same, I have accor-

page_text: dingly granted leave to the said Thomas Harper Bennett to file his said
Disclaimer and Memorandum of Alteration, pursuant to the statute passed in
the fifth and sixth years of the reign of His late Majesty King William the
Fourth, entituled An Act to amend the law touching Letters Patent for
Inventions."
AND BE IT REMEMBERED, that on the Twenty-first day of July, in the
year of our Lord 1848, the aforesaid Thomas Harper Bennett came before our
said Lady the Queen in Her Chancery, and acknowledged the Disclaimer
aforesaid, and all and every thing therein contained and specified, in form
above written. And also the Disclaimer aforesaid was stamped according to
the tenor of the Statute made for that purpose.
Enrolled the Twenty-fourth day of July, in the year of our Lord One
thousand eight hundred and forty-three.