CERTAIN IMPROVE- MENTS IN MAKING OR CONSTRUCTING CERTAIN DESCRIPTIONS OF WHEELBARROWS
Year: 1830

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
MALLET, of Marlboro' Street, in the City of Dublin, in that part of the Unite:I
Kingdom of Great Britain and Ireland called Ireland, Iron Manufacturer,
send greeting.
WHEREAS His present most Excellent Majesty King William the
Fourth did, by His Royal Letters Patent, under the Great Seal of Great
Britain, bearing date at Westminster, the Fifth day of August, in the first
year of His reign, give and grant unto me, the said William Mallet, His
especial licence that I, tho said William Mallet, my executors, adfiiors, and
assigns, and such others as I, the said William Mallet, my exors, adñors,
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 mentioned, should and
lawfully might make, use, exercise, and vend, within England, Wales, and
the Town of Berwick-upon-Tweed, my Invention of "CERTAIN IMPROVE-
MENTS IN MAKING OR CONSTRUCTING CERTAIN DESCRIPTIONS OF WHEELBARROWS;"
in which said Letters Patent is contained a proviso, that I, the said William
Mallet, should cause a particular description of the nature of my said Inven-
tion, and in what manner the same is to be performed, to be inrolled in
His Majesty's High Court of Chancery within six calendar months next and
immediately after the date of the said in part recited Letters Patent, as in and
by the same, reference being thereunto had, may more fully and at large
appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
William Mallet, do hereby declare that the nature of my said Invention, and
the manner in which the same is to be performed, are particularly described
and ascertained in and by the Drawing hereunto annexed, and the following
description thereof (that is to say) :-

page_text: In the said Drawing, Figure 1 is a plan of a wrought-iron wheelbarrow;
Figure 2, a side view thereof; Figure 3, an under view; and Figure 4, an end
view of it; in all of which said Figures the same parts are designated by
similar letters of reference, as well also as in the other Figures to be hereafter
referred to.
A is the body, bowl, or pan, to contain the materials to be conveyed upon
the barrow. This body is made of one piece of sheet or plate iron, cut exter-
nally or around to the shape or size required for the various purposes to which
the barrows may be applied, for instance, for the use of miners, road makers,
canal or other excavators, farmers, or gardeners, and made thicker or thinner,
according to the probable weight of the materials to be carried thereon. The
body shewn in these four Figures is intended for such barrows as are to bo
used in road or canal works, whilst that shewn in plan in Figure 5, sideways in
Figure 6, and endways in Figure 7, is intended for the use of gardeners or
farmers, and is therefore made thinner and lighter than the former one; they
may, however, be made of any other forms required. The manner of making
the said bodies, bowles, or pans, is as follows:-The external size being ascer
tained, I make, by means of shears or otherwise, in each sheet or plate of iron,
from the extremities or where the angles in the bodies of wooden wheel-
barrows would be, that is, where the sides would join the fronts or ends, as
well as to the bottoms; I then, by means of a falling weight or dies, such
as are used by platers or stampers of embossed figures in metal, or by a
screw press or other sufficient power, with similar dies form the body to
its required shape, and in so doing, the parts of the sheet or plate iron
overlap at the angles or curved turns, and thus give double the strength to
those parts which are the most liable to injury in use, namely, the front
angles or curved turns at the top, by their striking against the ground in
oversetting the barrow to discharge its load. I, however, in those cases
where the sides or ends of the barrow are more upright, or do not spread
or extend outwardly in so great a degree, also cut out a piece of the iron at
the corners for the sake of lightening the barrow, still nevertheless retaining a
sufficient quantity of it to overlap, and to be rivitted together in the manner
shewn at B in the different Figures; I likewise turn the edge or rim a little
outwards, as shewn at C, C, in the section Figure 8, which also considerably
encreases the strength of the body. I carefully avoid the formation of angles
where the sides join the front ends and bottom of the body. This is done not
only to encrease its strength, but also to prevent the lodgment of any water in
the bottom, in further prevention of which I also pierce a few holes, with their
burs downwards, in that part of the body which is the most depressed, as at D

page_text: in Figs. 1 and 3, in order that the water may flow out without spreading over
the bottom, and thereby creating rust. I can also, if thought desirable,
strengthen the edges or rims of these bodies by rivetting a border of angle
iron around them, as shewn in section on a larger scale in Fig. 9 at E. In
order to mount or affix these bodies upon their frames or supports, I mako
holes through their bottoms by the help of guages to exactly match other
holes made in angle iron, of which iron I form the main side bars or
supports of their frames. In Figs. 1, 2, 3, 4, and 8, F represents theso sido
bars, made of such angle iron as is used in making boilers; that which I havo
used is from one inch and three quarters to two inches broad on each side,.
and a quarter of an inch in thickness. In Fig. 10, F represents a section of
such angle iron of its full size. A section of part of the body of a wheel-
barrow, bound to the side bar F by the screwed broad-headed pin or bolt G,
having a square shoulder, and provided with a screwed nut H. G in Fig. 1,
and H in Fig. 3, indicate these screws and nuts, the screws being passed
through the squaro holes mado in the body of the wheelbarrow, and through
the corresponding holes formed in the angle iron. to receive them. I can,
however, if preferred, attach the bodies to the frames by pins or rivets instead
of scrows and nuts. I may here remark, that the angle iron unites the.
greatest lightness with the greatest strength in its application to the support
of the bodies of wheelbarrows, as well as to the formation of the legs of it,.
and their attachment to the side bars of the frame. In Fig. 11, F represents.
an inner view of part of the right-hand side bar, and I one of the legs,
formed as abovo mentioned of angle iron, and which being cleft at one of its
ends through the angle, has one side bent at a right angle flatways, as shown
at J, and the other side bent at a right angle edgeways, as shewn by dotted
lines at K in that Figure, but still better in the separate Figure of the upper
part of the leg, Fig. 12, and in an end view of it, Fig. 13. The leg thus
prepared is then firmly affixed to the inside of the side bar F by rivets passed
through holes to receive them, and as shewn in Fig. 11, the other leg being
affixed to the opposite rail or side bar in a similar manner, but in the reverse
position of course. The legs may also be secured to the bodies of the wheel-
barrows, if required, in a similar manner by rivetting. The lower ends of the
legs being also cleft in the angle, I cut a small piece off one side of each leg,
equal to the square of the angle iron, and I then bend up the corresponding
part of that cut off, in the manner shewn at L in Fig. 11, to form feet to the
legs; I also form a square socket at the hinder end of each side bar, as shewn
at M in Fig. 11, by bending and welding the iron, in order to receive into
cach a wooden handle N, which may be secured therein by a screw, as shown,

page_text: or otherwise. The manner of mounting the wheel to the front ends of the
side rails will be described hereafter. I also unite the bodies of my wheel-
barrows with the front ends of the side rails by means of the staple stay O,
shewn edgeways in Fig. 2, as viewed beneath in Fig. 3, and endways in Fig. 4.
It is likewise shewn endways on a larger scale in Fig. 14, the stay being rivetted
or screwed to the front of the body, as shewn in Figures 3 and 4; it is likewise
secured to the front ends of the side rails by means of screwed bolts passed
through the same holes, which likewise secure the iron bushes in their places for
the axle of the wheel to turn in, as will be described hereafter, and through
holes formed in the lower ends of the staple stay, as shewn at P, P, in Fig. 14.
This staple stay may either be made of flattened iron one inch wide and a quarter
of an inch thick, or of round or bolt iron half an inch in diameter and mado
flat where it is joined to the body of the barrow, as well also where it is
united with the two side rails, or it may be made of angle iron three quarters
of an inch broad on each side and an eighth part of an inch in thickness.
Other forms or sizes of iron may also be used, but I give the preference to
the above-mentioned ones. Or I make the staple stay of the shape shown
at Q, Figure 28, in which case the carriages, boxes, or bushes for the axis of
the wheel to play in are welded to the stay and fastened as before described
to the body; but in place of the stay being fastened to the top of the sides, as
before described, it is bolted to the sides or upright part of them, grooves
being cut in the tops of the angle iron sides r, r, in front of the barrow, as
shown at R, Figure 29, and corresponding grooves being also cut in the part
of the stays which join the sides, and into which grooves the stays are then
slid and locked into each other, and when home to their places the bolt holes
in the side of the stays correspond exactly with those in the sides, through
both of which the bolts or rivets to connect and keep the stay and sides
together pass; and thus in a very simple manner the greatest possible strength
is given to the stay, the sides, and the body of the barrow. It will be seen
that the carriages, boxes, or bushes for the axis of the wheel in this mode of
construction are considerably deeper or thicker than the thickness of the stay;
I make them about an inch and a half deep for the bearing of the axis on
cach journey. The axis is prevented from shifting either way by the upright
parts of the sides, and by being the exact length so as to fit precisely between
them. I can also occasionally strengthen the frame of the barrow by adding
the two cross bars shewn at Q, Q, in Fig. 3, which may be secured in their
places by having the screwed pins or bolts which affix the body of the barrow
to the side rails also pass through holes made in the ends of the cross bars
to receive them. 1] form the wheels for these barrows of wrought iron in the

page_text: following manner :-The.rims of the wheels for such barrows as are intended
to be used in canal or road making may be narrow, as, for instance, from an
inch to two inches wide on the face and about half an inch in thickness,
whilst those intended for barrows for the use of farmers or gardeners may be
from two to three inches wide; and for this latter purpose, and in order to
have the rim of tho wheel. as light as possible, I employ iron made, as in tho
section of a wheel shown in Fig. 15, thicker in the middle, for instance, a
quarter of an inch only thick at its outsides, and half an inch thick in the
centre.where the holes to receive the spokes of the wheel are to be made.
These holes are to be made at proper distances apart by the action of a press
regulated by guages previous to uniting the ends of the rim by welding them,
after which the rim must be made of a truly circular shape. The arms or
spokes of the wheel are made in the following manner: The cross arms
being forged in once piece, and a holo made in their centre, as shew in
Fig. 16 at R, V, for the axis to be passed-through, the arms are to be cut of
equal lengths, and formed with shoulders and tenons at their ends proper for
rivetting in the holes made to receive them in the rim, and as shewn by the
dotted lines at S in Fig. 16. The cross arms are then to be bent so as to
contract them in length sufficiently to permit the tenons to enter the holes
made in the rim, and as shewn in the section Fig. 17, after which they are
again. to be flattened in proper tools, and be extended to their full length,
and then firmly rivetted into the holes. The wheel will then appear as shown
in Fig. 16, and in section in Fig. 18, T being the rim of the wheel; tho
broader rim is shown in section at U in Fig. 15. The rim and arms or
spokes of the wheel. being thus united, and a circular holo V made in tho
centre of the arms or spokes, as before mentioned, to receive the axis, I now
proceed to describe the methods I have adopted in constructing it. The axis
W, Figs. 19 and 20, is forged of iron, with a round collar X upon it, to fit
against the flattened central part of the arms or spokes of the wheel, the
part W. of it is made cylindrical, to fit the circular holo V formed as above
mentioned to receive it, and the part Y, Fig. 19; adjoining to the said
cylindrical part W, is screwed, and has another collar Z, Figs. 20 and 21,
made with a screwed hole a to fit the screwed part Y of the axis, affixed upon
it; the arms or spokes of the wheel being thus confined between the two collars
X and Z, when the latter. is screwed close thereto, and as shewn in Fig. 20,
the collar Z is prevented from becoming unscrewed by means of a pin b, Figs. 19
and 20, which is driven through holes formed in the collar and axis to receive
it, and which said pin is secured therein by rivetting or otherwise. The
wheel being thus placed upon its axis, it may be still further fixed and pre-

page_text: vented from turning or loosening upon the axis by passing a cross pin c,
Fig. 20, through holes made in the collars and arms to receive it, and securing
it therein in the above manner. Or, instead of forging a round collar upon
the axis in the manner above described, I can form a right and left threaded
screw upon the axis, as is shown at d and c in Fig. 22, and fit tivo collars
fand g, with corresponding screwed holes in them, thereto, and between which
shid screwed collars the arms or spokes of the wheel may be confined; and be
secured by pins passed through the collars and axis and by a cross pin in the
manner above mentioned. The collars, the axis, and the faces of the arms or
spokes are all formed in dies, and turned and bored truly, so as to cause their
surfaces to fit accurately together parallel to each other, and square to the lino
of the axis of tho wheel, and the journies, pivots, or axis h, h, Fig. 19, at each
end of the axis of the wheel are likewiso formed in dies turned so as to fit tho
holes in the iron bushes (to be hereafter described), and case-hardened by any
of the usual and well-known processes to encrease and preserve their durability.
The iron blocks, bushes, or carriages i, i, &c., Figs. 20 to 27, in which the
axis of the wheel turn, have holes made in them to fit those axis accurately,
and they are likewise case-hardened for the reasons above mentioned. These
bushes or carriages are iron blocks, one of which is shown endways in Fig. 23
in plan, or as viewed from above in Fig. 24, and as viewed sideways in Fig. 26,
made to fit the inside of the angle iron F accurately, as shewn in Fig. 20, and
cach having two projecting studs formed upon it, & and 7, the former in the
-front and the latter in the side of each block. The studs k, k, are accurately
fitted into corresponding gaps m, m, made to receive them in the front ends of
the upper surfaces of the angle iron main side bars of the wheelbarrow, and
the studs I, I, are also accurately fitted into other corresponding gaps n, n,
prepared for them in the outsides of the said main side bars, and as likewise
shewn in Fig. 20. They are thus supported endways and sideways, but they
are besides firmly retained in their places by means of screws and nuts o and p,
Fig. 26. The screws having square shoulders close to their heads, which are
passed through square holes q, q, formed in the blocks to receive them, as
shewn in Figs. 24 and 25, and also through round holes made in the upper
surfaces of the angle iron main side bars, and also through the lower ends of
the staple stay O, as shewn in Figs. 14, 22, 26, and 27, and which said screwed
nuts being firmly bound, the two main side bars F, F, the two iron blocks i, i,
and the staple stay O are all united together. Fig. 27 is an outside view of the
'front end of one of the iron main side bars, the block, screw, and nut, being
shewn.by dotted lines. r, in Fig. 26, is an end view of one of the holes which
are made in the iron blocks or bushes to receive the axis of the wheel, and

page_text: which holes are shewn longitudinally by: dotted: lines at 1, r, in Figs. 20 and
22, and endways at r in Fig. 27:
Having thus shewn and described my method of making or constructing
wheelbarrows of wrought iron, having also wrought-iron wheels, I hereby
declare that I do not mean or intend hereby to limit or confino myself to the
making the bodics, bowls, or.. pans thereof in the manner herein described, as
I can shape them of an entire sheet of iron when red hot by means of stamps,
dies, or presses, without cutting them and rivetting them at the corners;
neither do I mean to limit myself to tho employment of such angle iron as
I have herein shewn and described, but also to use such whose sides may form
any angle whatever; neither do I intend to limit myself to the use of any
particular kind of screws, rivets, or bolts in combining the different parts
together, but to use any which are fit and proper for the purpose; nor do
I intend to confine myself to the making of wheelbarrows of the form shewn,
but to vary them according to their required purposes. These wrought-iron
wheelbarrows, from their construction, will I believe be found to be both lighter
and stronger than any iron wheelbarrows which have been heretofore in use,
and when painted and kept dry after uso they will last much longer than
wooden ones, and consequently will be found more durable and cheaper than
such wheelbarrows, or even than the iron wheelbarrows which have hitherto
been made.
In witness whereof, I, the said William Mallet, have hereunto set my
hand and seal, this Eighteenth day of January, in the year of our Lord
One thousand eight hundred and thirty-one.
SAM. C. Cox.
Taken and acknowledged before me,
by the said William Mallet, this
Eighteenth day of January, 1831,
Τπο Ε za

page_text: THOMAS KIPPAX KING, of Southampton Buildings, in the County of Mid-
dlesex, Gentleman, maketh oath, that he is acquainted with the handwriting
of Thomas Ellis, a Master in Chancery in Ireland; and this Deponent
further saith, that the signature to the acknowledgement on William Mallet's
Specification is the signature and handwriting of the said Thomas Ellis, and
that at the time of signing such acknowledgement the said Thomas Ellis was a
Master in Chancery in Ireland.
AND BE IT REMEMBERED, that on the oath of Thomas Kippax King,
the Specification aforesaid was inrolled word for word as above written. And
also the Specification aforesaid was stamped according to the tenor of the 1
Statute made for that purpose.
Inrolled the Fifth day of February, in the year of our Lord One thousand
eight hundred and thirty-onc.