A NEW OR IMPROVED VEHICLE OR COMBINATION OF VEHICLES FOR THE CARRIAGE OR CONVEYANCE OF PASSENGERS, AND ALSO LUGGAGE AND GOODS, CONSTRUCTED UPON A PRINCIPLE OF SECURITY AGAINST OVERTURNING OF UPSETTING, AND POSSESSING OTHER ADVANTAGES
Year: 1829

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, LOUIS
QUETIN, late of Great Winchester Street, in the City of London, Professor
of Mathematics, but now of Paris, in the Kingdom of France, send greeting.
WHEREAS His present Majesty King George the Fourth, by His Letters
Patent under the Great Seal of the United Kingdom of Great Britain and
Ireland, bearing date at Westminster, the Twenty-fifth day of July, now last
past, did give and grant unto me, the said Louis Quetin, His especial licence,
full power, sole privilege and authority, that I, the said Louis Quetin, my
executors, administrators, and assigns, or such others as I, the said Louis
Quetin, my executors, administrators, or assigns, should at any time agree with,
and no others, from time to time and at all times thercafter during the term
of years therein expressed, should and lawfully might make, use, exercisé,
and vend, within England, Wales, and the Town of Berwick-upon-Tweed, an
Invention, communicated to me by a certain person residing abroad, of "A
NEW OR IMPROVED VEHICLE OR COMBINATION OF VEHICLES FOR THE CARRIAGE OR
CONVEYANCE OF PASSENGERS, AND ALSO LUGGAGE AND GOODS, CONSTRUCTED UPON A
PRINCIPLE OF SECURITY AGAINST OVERTURNING OF UPSETTING, AND POSSESSING OTHER
ADVANTAGES;" in which said Letters Patent there is contained a proviso obliging
me, the said Louis Quetin, by an instrument in writing under my hand and
seal, particularly to describe and ascertain the nature of the said Invention,
and in what manner the same is to be performed, and to cause the same to
be inrolled in His said Majesty's High Court of Chancery within six calendar
months next and immediately after the date of the said recited Letters

page_text: Patent; as in and. by the same, reference, being thereunto had, will more fully
appear..
NOW KNOW YE, that in compliance with the said proviso, I, the said
Louis Quetin, do hereby declare that the nature of the said Invention, and
the manner in which the same is to be performed, is particularly described
and ascertained in and by the Drawings hereunto annexed, and as follows,
that is to say:-
My improved vehicle or combination of vehicles is entirely supported upon
one single broad wheel of large diameter, such single wheel being situated
in the centre of the spaces between several coach bodies, magazines, or boots,
which are to contain passengers and luggage or goods, and which bodies,
magazines, or boots are combined together by peculiar mechanism so as all to
hang on a framework which is supported-by two pivots, one at each end of the
axle of the large single wheel, the said pivots projecting out from each end of
the nave or centre of.that wheel in order to support the said framework; the
suspension and combination of the different bodies to the said framework being
effected in such manner as that they shall exactly balance each other at the
opposite ends of the axle of the wheel, as well as at the opposite points of the
circumference of the wheel before and behind the same; 'and also in.. such
manner as that the centre of gravity of the whole of the vehicle- or combina-
tion of vehicles shall be considerably lower than the centre or axle of the
central wheel, whereby a security against overturning or upsetting is obtained;
for the single wheel which supports my new or improved vehicle or combi-
nation of vehicles, being equally urged in opposite directions by the- balanced
weights of all the several combined bodies; will; of itself, have no tendency to
depart from the vertical position. unless the centre of gravity of the whole
mass is moved forcibly sideways by accidentally coming in contact with some
obstacle; and, to prevent any chance of overturning in such case, four-rollers
or small wheels are provided, one at each of the angles of the framework
within which the single central wheel is included, and' upon which framework
all the bodies depend, so that there are two of the said rollers on each side of
the central wheel; or two before and two behind the axle of that wheel:
None of those four rollers touch the ground when the great wheel' is vertical
or nearly so; but whenever the wheel is caused by any obstacle to incline over
considerably to one side, the rollers on that side will come to touch upon tlie
ground, and prevent so much inclination as would endanger the oversetting
of the vehicle; and the said. rollers are attached to the framework by the
intervention of springs; which yield when either of the rollers touch the
ground, so as to avoid any shock or concussion, and by the reaction-of those
.

page_text: springs the great central wheel will be restored to the natural vertical position
as soon as the impulse which caused it so to incline over on one side has
ceased, and when the equilibrium of the different bodies which are; suspended;
as aforesaid, on the opposite sides of the wheel regains its influence to preserve
that wheel in its vertical position. In some cases the said new or improved
vehicle may be made with only one body or vehicle suspended concentrically.
with the wheel, and occupying the interior of the wheel, which, in that case;
can have no spokes or nave, but must be only a circular ring to. which four
or more strong rails are firmly fixed. so as to project out each way at right
angles to the plane of the ring or wheel; and at each of the ends of those
four or more rails crosses are fixed to unite all the rails together, in order,
to form a sort of cage or lantern framework which rolls over and over when
the ring of the wheel rolls along the road; the weight of the whole cage being.
supported upon the ring of the wheel, which forms a zone at the middle of
the length of the cage.. Within the interior of the cage the body or vehiclo
is suspended upon centre pins, which are fitted into the centres of the two
crosses which form the ends of the cage, the said centre pins being concentric
with the rim of the wheel; and by this means of suspension the body or
vehicle being made heavier on one side will always hang the same way, up-
wards within the cage or framework when the same is rolling round to
advance along the road. Or otherwise, the new or improved vehicle or com-
bination of vehicles may consist of two distinct bodies or vehicles, suspended
and equally poised at the two ends of the axis of a central. wheel, which is
made with spokes and a central nave, and a long axis projecting out each way
from that nave in order that the said bodies or vehicles may be suspendeḍ
therefrom, one at each end, or at opposite sides of the central wheel, in such
manner as that each body, or vehicle may hang freely down from the said
axis, or the same way upwards..
::
Plates 1, 2, and 3 of the Drawings hereunto annexed represent the said new
or improved vehicle or combination of vehicles as the same is to be constructed
for a stage coach for conveying passengers and their luggage and goods.
Figure 1, Plate 1, is a longitudinal elevation of the stage coach;. Figure 2,
Plate 2, a sectional plan; and Figure 3, Plate 3, an end-view of the same;
Figures 4 and 5 represent particular parts detached from their places in the
coach. The stage coach consists of the following combination of vehicles,
viz:-First, of two large coach bodies A, A, one situated before the large
central wheel L, and the other behind that wheel. The bodies are made like
ordinary coach bodies, but each one is adapted to carry eight or ten persons,
viz, four or five persons side by side on each of the opposite seats C, C, C, C,
which are about six and a half feet long, see the plan, Figure 2, and also the

page_text: end view Figure 3, in which the place of the coach bodies are marked by
dotted lines A, A.. Second, two large cabriolets D, D, D, D, situated over the
axle of the central wheel L, and at cach side of the wheel; they are constructed
like ordinary cabriolet bodies, but adapted to carry each five persons side
by side on the seats E, E, see the Figures 1, 2, and 3. Third, another cab-
riolet body F, F, Figure 1, fixed on the top of the hinder coach body A, A,
and adapted to carry four persons side by side on its seat G. Fourth, two
large magazines or boots K, K, K; K, fixed to the framework at each side of
the wheel L; they are intended to carry the luggage of the passengers and
also goods; the magazines descend below the centre of the wheel, and near to
the ground. In all, the stage coach will carry thirty-four passengers besides
their luggage and goods.. L, L, is the wheel of the coach situated in the
centre of the space occupied by all the combined vehicles; it is about six and
a hálf feet diameter, and the tire iron round the rim is about seventeen inches
broad where it runs on the road. The wheel L, L, requires to be made very
strong, because it bears the whole weight of the vehicle; the outside of the
tire which runs on the road is convex, the diameter of the wheel being larger
in the middle of the breadth of the tire than at the edges thereof, as shown in
the Drawings, Plates 2 and 3. The convexity is equal to the curvature of the
.circumference of the wheel, so that the form of the wheel is that of the
equatorial zone of a sphere; but the curvature of the tire may be more or
less, so as to render the outside of the wheel which bears upon the ground
more or less convex according to the nature and form of the road. The axle
Q, Q, of the wheel L, L, is firmly fixed into a square hole through the centre
part or nave P, P, of the wheel, so as to turn round with the wheel L;
and the ends of the axle Q. Q, which project out each way beyond the
nave P, P, are formed into cylindrical pivots which are fitted into cylindrical
brass boxes or sockets formed in the middles of two iron shafts R, R, so
that the pivots of the axle.can turn round freely in those brass sockets.
The two iron shafts R, R, extend horizontally on each side of the wheel L,
as is seen in the elevation and plan, Figures 1 and 2, and are united
together at their two ends by transverse pieces 1, 1, which are securely
bolted or otherwise fixed to them, see Figures 1, 2, and 3, so as to form
an oblong square frame R, R, 1, 1, which is mounted upon the pivots at the
.ends of the axle Q of the wheel L, and encloses the wheel within it, see
the plan, Figure 2. This frame constitutes the main frame of the coach,
and, as every part of the combination of vehicles is attached to and is
supported by that frame, it must be made very substantially. The transverse
pieces 1, 1, which form the ends of the frame, are shaped like circular wheels
standing in vertical planes, and the ends of the side shafts R, R, are united

page_text: to their circumferences, so that those circular wheels 1, 1, have no motion
independently of the shafts R, R. The intention of forming the ends of the
principal frame R, R, 1, 1, like circular wheels is, that the peculiar framework
by which the bodies A, A, of the vehicle are suspended may be attached to
each end of the principal frame by the centre pins of those wheels, in order
to permit the framework to move round about those pins, as will be hereafter
fully described. The two large magazines or boots K, K, which are intended
to carry luggage and goods, are firmly affixed to the side shafts R, R, of the
principal frame R, R, 1, 1. They are two oblong square cases or boxes
formed of suitable frames K, K, and the two are connected together by.
transverse pieces, and boarded up with pannels on all sides to protect the goods
which are stowed within them from external injury and from the weather.
Doors are provided in the sides of each of the magazines K, K, which doors
are accessible from the outside of the coach (viz*, the two outsides in the plan,
Figure 2,) to put in or take out the goods from the two magazines K, K. The
magazines K, K, are very firmly fixed by bolts and iron braces to the two
iron shafts R, R, but those bolts and braces are not shewn in the Drawings,
being supposed to be removed, as also the pannelling of the sides of the
magazines. For the purpose of shewing the insides of the same two of the
transverse pieces by which the two magazines K, K, are united together are
shewn endways at 7, 7, Figure 1; these pieces also pass at the backs of the
wheels 1, 1, which, as before mentioned, form the ends of the principal frame,
and by being firmly bolted to those wheels the frame is strengthened. When
the coach is moving rapidly along the road, if a large stone or mound of earth
were to be in the way of one edge of the tire of the wheel, without any
corresponding support to the other edge of that tire, the wheel might be
suddenly tilted over to the opposite side, whereby one or other of the coach
bodies A, A, or magazines K, K, would approach the ground; and although,
from the greater part of the load in the magazines K, K, being disposed
beneath the level of the centre or axis of the wheel L, the coach would not
probably overturn, it is necessary to provide means for assisting the natural
effect of gravitation to restore the wheel L to its vertical position. For this
purpose I apply small wheels or rollers a, a, at the bottom of each of the
magazines K, K, so as to be within a few inches of the ground when the
the wheel L is vertical; hence there are in all four such small rollers a, a,
one at each of the external angles of the two magazines K, K, as shewn
in the plan, Figure 2, but they never touch the ground, except for an instant,
when any unusual obstacle in the road occasions the wheel to incline con-
siderably to one side. Each of the rollers a, a, turns about on its centre.

page_text: pin, being mounted "between brackets or small frames b, b, c, d, and those
brackets are themselves capable of turning about in a horizontal circlé
around a steel centre pin 'beneath a horizontal circular surface h, h, whereby
each of the rollers a, a, has a double motion like the moveable.castors
which are commonly applied beneath tables, bedsteads, and other heavy fur-
niture; that is, the roller can turn round about its own axis; and also it can
accommodate itself to run on the road in any direction, either obliquely.or
across the road, as well as straight along the same. The rollers a, a, .have
also a liberty of sliding up and down, and are connected with the.magazine by
means of springs, which allow the' rollers.a, a, to yield whenever they touch
the ground, without any shock, and the reaction of those springs, assist the
carriage to right itself, and the wheel L to resume the vertical position from
which it had been for an instant:inclined: For this purpose .the circular iron
plate g beneath which the bracket #b, b, of each of the rollers" is applied, as
before stated, is fixed firmly by screws with countersunk heads at the under
side of a circular. wooden block' h, and the upright centre pin passes up
through' a socket formed in the thickness of that block:h in.the centre thereof,
and the centre pin is retained from dropping downwards out of its. socket by a
pin put through across the upper end of the centre pin above the socket, but
not so as to impede the turning notion of the centre pin, see Figure 3. The
bracket b, c, is provided with two small brass rollers ff, which are nearly
lodged within the thickness of the part c of the bracket. These rollers f,fi
apply beneath the surface of the circular plate 'g, so as to travel round in a
circle when the bracket b moves round about its centre pin 7. Each of the
circular blocks his fitted into a cylindrical chamber k, k, formed in the corner
of the magazines; and the circular block h is furnished with four friction
rollers i, i, see Figure 3, and also four other rollers, which are similarly distri-
buted around equidistant points of its circumference. All these eight rollers
bear against the insides of the cylindrical chamber:k, and they allow the
circular block h to slide freely up and down withinside the "cylindrical chamber:
The circular blocks h, h, are retained within their chambers' by a pair of
double 'springs'm; m, to each block, the under spring being held to the circular
block by a clipin, which binds the middle of that spring and fastens it to. the
upper side of the circular blocks h, h, and the upper spring m is fastened in the
same manner by a clip o to a cross rail k, which extends across the top of the
cylindrical chamber. Note, all the parts connected with the four rollers a,
their turning brackets b, c, rising and falling blocks h, and yielding double
springs m, are contained within the four circular chambers k, k, and all those
parts are separated from the luggage disposed in the magazines. Now, when

page_text: ever either of the rollers a is suddenly brought to touch the ground by the coach
leaning over too much to one side or the other, the pressure thus occasioned;
upon that roller a will cause a compression of the double springs m, m,
whereby the violence of the shock will be taken off, and will not be felt
materially by the persons seated in the coach bodies A, A, and so long as
either of the rollers a remain in contact with the ground they will revolve freely
upon their own centre pins, and their bracket 6 will also turn about the centre
pins;; as much as is required to accommodate the direction of the roller to the
inequalities of the road, and to the direction that the irregular motion of the
coach, may require them to move for the time along the road, which may be
obliquely, or even for a moment whilst the coach is turning across the same,
instead of straight forward. But the effect of the rollers touching the ground
will be only instantaneous; .because the effort which the springs m, m, make
by their elasticity to recover their natural shape will, as it were, by rebounding,.
raise up the, carriage on the side where the roller a touches the ground, and
assist the natural tendency of the wheel L to recover its proper vertical posi-
tion. Note, all the four rollers a, a, which are disposed one at each end of
each of the two magazines K, K, see Figure 2, are similarly constructed, the
mechanism above, described for each roller being contained within circular
chamber k, k, formed within the lower part of the .magazine. The peculiar
framework and springs by which two coach bodies A, A, A, A, are suspended,
are attached to each end, of, the principal frame R, R, 1, 1, as follows: Each
framework is provided with a flat circular iron wheel:2,2, corresponding with
the circular wheels 1, 1, which are fixed at the ends of the frame R, R, and
of the same diameter. The wheels 2,2, are applied flat against the faces of
the wheels.1, 1, and each pair is united by the centre pins 3, 4, in such.
manner as to allow the wheels 1, 1, and the framework belonging to them, to.
turn. round against the wheels 2, 2, in the same manner, as the circular wheel.
iron attached to the upper side of the under or fore carriage in a common
four-wheeled coach can turn round about the perch bolt. Upon the kirb,.
which is fixed to the under side of the upper carriage A strong iron fork 6, 6,
is applied, so as to include each pair of wheels 1, 1, and 2, 2, between the two
prongs, of the fork; see the Figures 1 and 2.; for the fork bends. under the two.
wheels, and turns up on the opposite sides of both wheels; each centre or joint.
pin 3, 4, passes through the centre holes of the circular wheels 1, 1, and 2,2;;
and also through the two prongs of the fork 6, 6, and is. secured by the head 4.
at one end, and a cross key put through the other end, see Figure 5, so as to retain,
the two circular. wheels 1, 1, and 2, 2, firmly and closely together between
the: two prongs of 'the fork 6, 6, but without confining them so as to

page_text: prevent a free turning motion of the wheels 2, 2, and their framework about
the centre pins 3, 4, and the wheels 1,1. Two strong curved arms 11, 11,
see Figure 3, project out upwards from the circumference of each of the
circular wheels 2, 2, and two other arms project out downwards from that
circumference, all being in the same plane with that circular wheel. A hori-
zontal bar 9 is fixed to the flat face of the circular wheel 2, 2, Figure 8, at the
upper part of its circumference, and extends horizontally across the whole
breadth of the two coach bodies A, A, and a little beyond the same, being.
firmly united to the two curved arms 11, where it crosses them. Three uprights:
12, 12, 12, are fixed to the horizontal bar 9,9; and to the top of the uprights
12, 12, 12, another horizontal bar 8, 8, is fixed; it is of the same length as the
bar 9; and the ends of the bar 8, 8, are firmly united to the upper ends of
the curved arms 11, 11, whereby the curved arms 11; 11, and the bars 9, 12,
and 8, make altogether a vertical frame, to which the springs 14, 14, are
attached at their ends, and project out horizontally, the whole frame being
supported by the centre pin 3, so as to be at liberty to turn. about the same as a
centre of motion. The construction of the framework at the hinder end of the
principal frame R, R, is very nearly the same as that at the fore end, only
that the hinder framework being lower, the horizontal bar 8 occupies the place
of the bar 9. The springs 14, 14, by which the coach bodies A, A, are
suspended, are fixed at their ends to the two extremities of the horizontal
bars 8, 8, by iron clips, which embrace the springs so that the springs project.
out horizontally at right angles to the bar 8, see Figures 1 and 3; the springs
14, 14, are also supported at about one third of their lengths by inclined
stays 13, 13, see Figures 1 and 5, which rise up obliquely from the ends of
the horizontal bar 9, 9, being firmly fastened thereto. The coach bodies A, A,
are suspended from the ends of the springs 14, 14, by means of pins 15, 15,
which are fastened horizontally into the ends of the springs, and the projecting
ends are fitted into sockets fixed in the sides of the coach bodies A, A, at the
centres of the upper parts thereof, so that the coach bodies A, A, are suspended
upon those pins 15, 15, and can vibrate about them as centres of motion.
By the above-described mode of connecting the two coach bodies A, A, with
the front and hinder ends of the principal frame R, R, those coach bodies A, A,
will retain their perpendicular position without regard to the lateral position of
the wheel L, or to any inclination of the frame R, R, from the horizontal
position; for, whenever that wheel inclines to one side, the gravitation of the
coach body will cause the frames 2, 9, 8, 11, 12, which carry the springs.
14,14, to turn about their centre pins 3 just so much as to correct the lateral
inclination of the wheel L, and thereby keep the coach bodies always in the

page_text: same position; also, when the frame R, R, is inclined from the horizontal in
ascending or descending hills the coach bodies A, A, will turn about their
suspension pins 15, 15. And when all the framework, and, consequently, the
fixed ends of the springs 14, 14, rise and fall by the jolting of the wheel L in'
passing over irregularities in the road, the yielding of those springs will
prevent the transmission of such shocks to the suspension pins 15. The two
coach bodies A, A, will always retain their perpendicular position, because they
are-hung by a system which is the same in effect as the suspension of a ship's
compass called gimbles; that is, each of the bodies can turn or swing upon
a horizontal axis of motion which is supported by a frame, but which frame is
itself moveable about a second horizontal axis of motion, disposed at right
angles to the first axis. The motion which can take place about two such
axes is universal or free in every direction. w, w; Figure 1, are two small
check chains, fixed one at each side of the front coach body A, A, at the lower
part thereof, and attaching it to the bars 11, 11. These check chains prevent
the coach body from swinging too much forwards when the coach is going
down a rapid descent, and B are two spiral springs which are interposed.
between the lower part of the coach body A, A, and the bars 11, 11, to prevent
the coach body from swinging too far backwards and striking against the
magazines K, K, when the coach is ascending a steep ascent. w, w, B, B,
are similar check chains and spiral springs for the binder coach body, con-
nected to the hinder bar 11, 11; but the chains w, w, limit the swinging
motion of the hinder coach body when the carriage is ascending a hill, and the
springs B, B, retain the coach body when the carriage is ascending, their
motion being vice versa of the check chains and springs to the front coach
body. D, D, D, D, in Figures 1, 2, and 3, are two cabriolet bodies placed
over the roofs of the two magazines K, K, on each side of the wheel L; d, d,
are the heads of these cabriolets, which may be covered with leather or oiled:
cloth, or any of the materials commonly used for the purposes. The cabriolet
bodies D, D, D, D, are supported by springs 31, 31, the middle parts of which.
are held firmly to the roof of the magazines K, K, by suitable clamps
embracing the rails of the framing for that roof; and the eyes. at the ends of
the springs 31, 31, receive pins fixed into the framing 32 of the bodies of the
cabriolets. F, Figure 1, is another cabriolet body placed over the hinder.
coach body A, A; I is the head of the same, and H, H, the leather apron:
thereof; the cabriolet body F is securely fixed by bolts and iron braces to the:
roof of the hinder coach body A, Á. There is nothing peculiar in the con-
struction of either of these three cabriolet bodies; they may be made in the
same manner as the body of an ordinary cabriolet, only of suitable width .to.

page_text: admit the required number, of persons; and their arrangement is sufficiently
-apparent in. the Drawing without any further description. 17, 17, is the pole
of the coach to which the horses are to be harnessed in the ordinary way of
what is. termed curricle harness; the end of the pole 17, 17, is inserted
between two strong pieces of wood 16, 16, which are fastened to the ends of
the curved. bar 11, 11, see the three Figures; and oblique braces-19, 19, are
fastened to the bars 11, 11, and to-the pieces 16, 16, by iron clamps to unite
these pieces solidly with the bars 11,11. The pole 17 is held in its placo
between the two pieces 16, 16, by a strong pin 18, which is put through the
pieces 16, 16, and the pole.17. Two cases or wells are fixed beneath the
front coach body so as to hang down beneath the bottom of that body
at cach side.of the pole 16, 17, as is shewn in Figures.1 and 2. They are to
contain luggage.. 23, 22, 24, 25, and 26, Figures 1 and 2, is an apparatus
for retarding .or locking the motion of the wheel L.. when it is desired to
diminish the velocity of the coach, or stop it altogether.. 23.is an iron brake,
which is curved to a portion of a circle, adapted to fit against the circum-
ference. of the: wheel L. It is formed at the upper end of a strong lover 22,
which is moveable about a centre pin supported by the framing; to the lower
end 22, of that levér a chain 24,is attached, and passes. under a guide pulley 25;
at the upper side.of, the pole 17 the end of the chain 24 is attached to a
sliding rod 26, which is moveable between suitable guides fixed to the pole, so.
as to prevent it from slipping sideways; but it can move. endways, backwards.
and forwards,. between the guides. The end of the rod 26-is formed into a
toothed rack, and the teeth of a small pinion, which is mounted in a suitable
frame fixed upon the pole, takes into the teeth of that rack in the same.
manner as the rack and pinion of a common jáck for lifting weights. A handle
or winch, which is fixed upon the axis of the pinion, is at all times within
reach of the driver or postillion. who is seated on the horse, so that by turning
the handle round about half a turn he can draw the rod 26 and chain 24 away
from the carriage, and also the lower end of the lever .22, whereby the
brake 28, at the upper end of the lever 22, is pressed against the rim .of the
wheel. L with any-required force, so as to cause as much friction as. will.retard
the progress of the wheel, or stop it altogether. Note, the axis of the handle
and pinion must be provided with a ratchet wheel, and there must be a click
supported by the same frame in which the axis of the pinion is mounted; the
click is to: drop-into the teeth of the ratchet wheel in order to hold it fast
at any desired position, and retain the pinion from running back when the
driver lets go the handle of the pinion'; the brake will then be confined to
act on the wheel L as long as can be desired, in going-down hills, but can

page_text: be released at pleasure by the driver lifting up the click out of the teeth of
the ratchet wheel. When it is desired that the passengers in either of the
cabriolets D, D, should have it in their power to lock the wheel L indepen²
dently of the driver, another brake 28, and locking lever 27, may be applied. at
the upper part of the wheel L on a pin supported by the framing of one of tho
cabriolets. The long handle of the lever 27 enters into one of the cabriolets
in reach of the passengers therein, in order that by raising the extremity of
that handle they may depress the short end of the lever 27, and thus force the
brake 28 down upon the rim of the wheel L with a sufficient pressure to
retard or to stop its motion. The rack and pinion above described are not repre-
sented in the Drawings, because they are things in use for other similar purposes;
and I make no claim of Invention to the mode which I have described of locking
the wheel, and the locking may be effected by any other suitable means.
Figure 5 is a detached side view of one of the circular wheels 1, 1, which
unite the ends of the shafts R, R, together, and form the ends of the principal
frame within which the great wheel is included; also representing the circular
wheel 22, which fits against the wheel 1; 1, with the forked iron 6, 6, which
includes the two wheels 1, 1, and 2, 2, between its prongs, and likewise the
various parts connected therewith for supporting the coach bodies. As those
parts have been already fully described in reference to the Figures 1, 2, and 3;
and 'as the same letters are used to denote corresponding parts in Figure 4,
and in the Figures 1, 2, and 3, it is not necessary to enter into any further
detail thereof.
Figure 4, Plate 3, is a detached section of the wheel L, to shew the con
struction.. m, m, is the rim, which is made of three ordinary carriage wheel
fellies; place side by side, and very firmly bolted together.. The wheel I is
furnished with two sets of spokes o, o, the outer ends of which are mortised
into the rim m, m, and their inner ends are mortised into the nave P
in the usual manner of fixing the spokes of coach wheels. Q, Q, is the
axle, which.is' firmly fixed into a square socket into the nave.P, as already
described. The pivots at the ends of the axle Q project beyond the nave;
and are received into cylindrical brass sockets let into the thickness of
the two side shafts R, R, of the 'framework; the pivots can turn round
fréely in those sockets, and to prevent any chance of their getting out of their
sockets collars or washers are applied to the ends of the 'pivots. which project
out through the sockets in the shafts R, R, and pins are inserted through holes
in the ends of the pivots beyond those washers, in the same manner as the
linch pins' in axletrees of common carriages. For light carriages, which are in-
tended for quick travelling; and when expence is not an object, instead of fixing

page_text: the axle of the wheel into the nave in the manner herein-before described, 3 or 4
steel friction rollers may be fitted upon centre pins and disposed within the
sockets in the shafts R, so as to receive the pivots at the ends of the axle Q, Q,
between the circumferences of those friction rollers, in order that they may
turn round upon the circumferences of the rollers. And also that part of the
axle Q which is within the nave of the wheel may be made cylindrical, and
fitted with a hollow axletree box at the centre of the nave, several steel friction
rollers being laid around the axle within the axletree box P, so as to roll
round within the box and around the axle; steel collars being fixed on the
iron axle Q at the parts where it is in contact with those friction rollers, to
render it more durable. These methods of applying rollers to the axle and
axle box will diminish the friction of the wheel in turning upon its centro;
but such rollers being already known, and in use occasionally for other similar
purposes, do not require to be delineated or more minutely described.
If it is desired that a stage coach, of a construction similar to that herein-before
described, should carry fewer passengers and more luggage than the stage coach
drawn in the plates hereunto annexed, that end may be effected by removing
the coach bodies A, A, and the cabriolet F, and replacing them by magazines
similar to K, K, which will contain goods; the other part of the stage coach
remaining the same as herein-before described. Or, further, the cabriolets D, D,
which are placed over the magazines K, K, may also be removed, and heavy bales
of goods or packages stowed in their place, so as to convert the stage coach
herein-before described into a stage van, destined entirely for the conveyance
of goods. On the other hand, a stage coach of a construction similar to that
herein-before described in reference to Plates 1, 2, and 3 may be adapted, by a
little variation in the size and arrangement of the several bodies, to convey
as many as sixty persons if desirable, and little or no luggage; for this purpose
two cabriolets must be placed over the two coach bodies A, A, as large as those
coach bodies, or capable of containing ten persons in each cabriolet; also the
magazines K, K, must be replaced by two coach bodies or cabriolets, suitably
constructed to carry each five persons, instead of goods and luggage; the
cabriolets D, D, will be of the same size as described in reference to the
Plates hereto annexed, and will be placed over the coach bodies or cabriolets
which are to replace the magazine K, K. The parts connected with the
rollers a, a, will be contained within circular chambers k, k.
Figures 1 and 2, Plate 4, of the Drawings hereunto annexed, represent a
variation in the construction of my new or improved vehicle, in order to adapt
the same for the conveyance of liquid goods. Figure 1 is a plan, and Figure 2
an end view. B is the single wheel, which consists of a very strong rim or

page_text: circular ring B, Figure 2, of wood, surrounded with iron tire. The ring or
.wheel B has no central nave or spoke as in wheels of the ordinary construction,
but there is a clear space within the ring, and that space is nearly occupied by a
large cask A, A, the diameter of which is less than the inside diameter of the rim
of the wheel B by a few inches, see the Figure 2. The cask A, A, is to contain
the liquids that are to be conveyed. It is made in the same manner as a common
cask, with strong staves bound together by iron hoops, and the spaces between
those hoops may be covered with sheet iron, or with thin iron hoops, driven on
side by side, so as to fill up those spaces, and cover over all the wood with iron in
order to prevent the cask being pierced or tapped fraudulently. The cask A, A,
is supported upon pivots at the centre of each head or end, so that it may always
hang the same way upwards. To give this support four or more strong rails
of wood c, c, c, c, are fixed firmly into the rim of the wheel B, at right angles to
the plane thereof, being dovetailed, or driven endways into dovetailed notches
cut out in the inside of the rim at four or more equisdistant points of its
.circumference, so that the interior of the rails corresponds with the interior
of the ring B, see the end view, Figure 2. The rails c, c, c, c, project out from
each side of the wheel B, beyond the ends of the cask A, A, being curved con-
formably to the staves of the cask and parallel thereto, or nearly so. Each of the
ends of the four or more rails c, c, are firmly united by screw bolts and nuts to the
extremities of the four or more arms D of two iron crosses D, see Figures 1
and 2; one of those crosses D being at each end of the cask, so as to enclose it,
as it were, within a cage or lantern frame formed by the crosses D, D, at each
end, the four or more rails c, c, around the circumference, and the rim B of
the wheel at the middle of its length; the space within the cage being larger
than the cask, so that it does not touch any part of the rim of the wheel B, or
the rails c, c, or their end crosses D, D. Other iron crosses N, N, (see
Figure 1, and the detached view, Figure 4,) are applied against the heads or
ends of the cask A, A, being very firmly fastened thereto by a number of wood
screws Q, Q, which enter deeply into the heads of the cask. In the centre of
each cross N, N, is a socket P, lined with brass to receive the end M of a
screw K, which is screwed through the central part of the cross D, D, (sce
H, H, in the detached view, Figure 4, wherein II, H, represents a section of
one of the crosses D, D,) in order to suspend the cask A, A, by the centres
upon the point of the screw K, K, which are borne by the centres of the end
crosses D, D. As the vehicle advances, by the wheel B rolling along the road,
together with its rails c, c, and their end crosses D, D, the screws K, K, which
are a fixture with those crosses, will turn round within the sockets P, and
the cask A, A, hanging upon the points of the screws K, will always retain

page_text: the same position, that is, the same side upwards, having no motion round its
axis, although it is included within the cage or lantern frame, which does
-roll or turn round. Note, the four or more rails c, c, although sufficiently
strong to bear the weight, must be elastic, so as to yield when the wheel. or the
-rim of the wheel B is suddenly jolted by rolling over obstacles. The end
screws K can be tightened or slackened so as to retain their points properly
within their sockets P, for which purpose the heads L, L, of the screws have
holes through them to receive a pin to turn them round by; and to prevent the
screws K, K, working loose in their sockets, binding nuts. may be applied on
the screws at the outsides of the crosses D, D; and in like manner, to prevent
the nuts F working loose on the screws by which the ends of the rails c, c, are
fastened to the ends of the crosses D, D,. cross pins are put through holes
across the ends of the screws F where they come out beyond. the nuts.
Suitable bungholes are provided at the upper side of the cask A, A, to admit
the liquid, and when the bungs are put into the holes they are covered over by
an iron hoop or band secured by a padlock; also suitable cocks with keys
must be provided at the lower part of the cask to draw off the liquid. The
cask should, not be quite filled with liquid, and then it will always retain
'the same position, and will not turn round along with rolling cage or frame;
'but to allow the cask to be quite full and yet retain. its position, (that is,
with the bunghole always uppermost,) the opposite side of the cask to the
bunghole may be ballasted with lead, or other suitable material, to render.it
heavier than the other side. The cask A, A, as delineated in the Figure 1
and 2, Plate 4, cannot be provided with rollers a, a, similar to those herein-
before described for a stage coach, because the rotation of the iron crosses D, D,
and the rails c, will not allow of any such parts being applied to the under
'side or end of the cask A, A; but such rollers are not.necessary. For the. same
reason no pole for the horses can be fixed to the cask itself, but. the horses or
other animals that are to draw the vehicle are to be harnessed to traces
or-shafts which are applied loosely upon the extreme ends of the screws K, K,
-which are in effect-substitutions for the pivots of the axle of the wheel; hence
'those screws must be very, strong, and they may be made with pivots projecting
out from their ends beyond their heads L, L, and rings or eyes at the ends; the
traces may be applied on those pivots in order to draw the vehicle forwards, or
the tracés' may be attached to the central pivots on which the cask is suspended
in:
any other way that a competent coachmaker may judge fit to adopt.
Figure-3, Plate 4, represents another variation of my improved vehicle, to
adapt the same for the conveyance of dry goods, such as flour, grain, vego-
stables, or of dry goods. and liquids. Figure 5 is a sectional detached.view of.a

page_text: part of the wheel. A, A, is the wheel, very similar in structure to the wheel
described for a stage coach, Plates-1, 2, and 3. The spokes D, which are of
iron, are put in through the rim. A. after the rim is made, but before the iron
tire is-put-on; and the inner ends of the spokes have screws. H, Figure 5, cut
on them, which screw into the nave E, E, and the heads of the spokes are
countersunk into the outside of the rim of the wheel A, Figure 3. The spokes
are firmly united in the rim by washers I, I,, of the same form as the inside
of the rim of the wheel, applied upon each spoke, and driven up tight against
the inside of the rim, by a cross key K put through the spoke, and those cross
keys are retained from retreating out of their holes in the spokes D by small cross
keys. L, see Figure 5. The axle c, c, of the wheel is fixed fast into a square
socket in the nave E, E, so that it will turn round with the wheel' A, A, and
the axle projects out' a long way at each side of the wheel, and a cask is sus
pended on each end of the axle c, so as to hang one on each side of the wheel.
One of these casks is shewn at B, B'; the other cask, which would balance the
cask shewn in the Figure,. is supposed to be removed in order to exhibit the
axle. of the wheel. Each of the. casks may be made like one half' of the cask
already described, and as shewn by B, B, but it is suspended by the axis
passing quite through the centre of the cask. A metal tube 7, 7, is inserted
through the holes in each end of the cask, and passes along the whole length
of the cask, see the Figure: 3; the tube 7, 7, having flanges. 6, 6, at each end,
which aro securely fastened by screws against the ends or leads of the cask B,
with a suitable packing interposed between those flanges and the ends of
the cask;. to make tight joints.. The casks made rather heavier at the lower
side, and being freely suspended upon each end of the axle, they will hang with
the. same side upwards although the axle turns round when the wheel rolls along
upon the road.. The axle c; c,. of the wheel passes through the metal tube 7, 7,
but without touching the same; the axle, being truly cylindrical, is fitted accu-
rately into brass sockets in the centre of each end of the cask. The casks B
are retained in their places endways on each end of the axle c, c, by washers 1,
2, 3,,4,.of a. lenticular or other form, and cross keys or linch pins 5 are inserted
through holes across the end of the axle c. O is the door or flap covering
an opening at the top of the cask, through which the goods are introduced
or unloaded; it is secured by a padlock M. A similar opening is made in
the bottom of the cask, with a suitable door or flap to withdraw the goods..
Although the axle passes quite through each of the casks B, B, from end to
end, the metal tube 7, 7, prevents the contents of the cask from coming:
in contact with the axle, nor can anything leak. out of the casks through the
fitting of the axle in the ends of the casks, nor can any dirt or grease from the
axle come in contact with the goods contained in the cask. Note, the guide.

page_text: rollers a, a, of my improved vehicle herein-before described as applied to the
stage coach, may be applied within suitable chambers attached to each end of
each of the casks B, B, if such rollers are thought necessary; and likewise
the pole or shafts for the horses to draw by may be attached to the two
casks B, B.
I have now described the said Invention of a new or improved vehicle, or
combination of vehicles, for carrying passengers and their luggage and goods;
and also such variations in the construction thereof as are necessary to adapt
the same for the conveyance of dry goods and for liquid goods. The precise
dimensions and proportions "exhibited in the Drawings hereunto annexed may
be varied according to the size of the vehicle to be constructed; and so of the
form and arrangement or number of coach bodies, cabriolets, magazines, and
casks, which are delineated in the Drawings, and herein-before described.
It is not necessary in all cases to use all the parts herein-before described in
combination, but some of them may be dispensed with in cases when a suffi-
cient security against overturning can be obtained without those parts; for
instance, it is not necessary to apply rollers a, like those-marked in Figures 1,
2, and 3, Plates 1, 2, and 3, to a vehicle constructed according to Figures 1
and 2, Plate 4, for carrying liquids.
In addition to the constructions herein-before described, I claim such vari-
ations, and only such variations, of those forms and arrangements, dimensions,
or numbers of parts, as may be necessary to adapt the said new or improved
vehicle, or combination of vehicles, to the particular circumstances under
which it is to be constructed and used, provided that those variations are
such as would suggest themselves to any competent workman; and that the
vehicle, or combination of vehicles, with such variations in its construction,
comes within the terms of the said Invention as herein-before stated.
In witness whereof, I, the said Louis Quetin, have hereunto set my
hand and seal, this Fifth day of January, in the year of our Lord One
thousand eight hundred and thirty.
Signed, sealed, and delivered, in the
presence of
HENRY CATON,
L. (L.S.) QUETIN.
No. 4, Rue de la Barouillère, Paris,
Conta
L. (L.s.) QUETIN.
Signed, sealed, and delivered, in the
presence of
HENRY CATON,
No. 4, Rue de la Barouillère, Paris,
Conta
Henry Caton, of No. 4, Rue de la Barouillère, in the City of Paris, Gentle-
man, maketh oath and saith, that he was present and did see Louis Quetin,
8

page_text: late of Great Winchester Street, in the City of London, Professor of Mathe-
matics, but now of Paris, in the Kingdom of France, sign, seal, and as his act
and deed in due form of law deliver, the Deed Poll or Specification hereunto.
annexed, and saith that the name or character "L. Quetin" set and subscribed
to the seal thereto affixed is of the proper handwriting of him, the said Louis
Quetin; and that the name or character "Henry Caton" thereto also set
and subscribed as the witness attesting the due execution thereof by the said
Louis Quetin is of the proper handwriting of this deponent.
LENKY ATON.
Sworn at Paris; the Fifth day of Ja-
nuary, 1830, before me, in the name
and by authority of His Britannic
Majesty's Consul General in France,
THOMAS PICKFORD,
Cham.
Inrolled the Twentieth day of January, in the year above written.