CERTAIN IMPROVEMENTS ON LOCOMOTIVE AND OTHER CARRIAGES OR MACHINES APPLICABLE TO RAIL AND OTHER ROADS, WHICH IMPROVEMENTS, OR PART OR PARTS THEREOF, ARE ALSO APPLICABLE TO MOVING BODIES ON WATER AND WORKING OTHER MACHINERY
Year: 1830

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, wе, THOMAS
BRANLEY, Gentleman, and ROBERT PARKER, Lieutenant in the Royal Navy,
both of Mousley Priory, in the County of Surrey, send greeting.
WHEREAS His present most Excellent Majesty King William the Fourth,
by His Letters Patent under the Great Seal of Great Britain, bearing date
at Westminster, the Fourth day of November, One thousand eight hundred and
thirty, in the first year of His reign, did, for Himself, His heirs and successors,
give and grant unto us, the said Thomas Bramley and Robert Parker, His
especial licence, full power, sole privilege and authority, that we, the said
Thomas Bramley and Robert Parker, our exors, adñors, and assigns, or such
others as we, the said Thomas Bramley and Robert Parker, our exors, adñiors,
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, our Invention of "CERTAIN IMPROVEMENTS ON LOCOMOTIVE
AND OTHER CARRIAGES OR MACHINES APPLICABLE TO RAIL AND OTHER ROADS, WHICH
IMPROVEMENTS, OR PART OR PARTS THEREOF, ARE ALSO APPLICABLE TO MOVING BODIES ON
WATER AND WORKING OTHER MACHINERY;" in which said Letters Patent is con-
tained a proviso that we, the said Thomas Bramley or Robert Parker, or onc
of us, shall cause a particular description of the nature of my said Invention,
and in what manner the same is to be performed, to be inrolled in His said
Majesty's High Court of Chancery within six calendar months next and imme-
diately 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.

page_text: NOW KNOW YE, that in complianco with the said proviso, I, the said
Thomas Bramley, for myself and for the said Robert Parker, do hereby declare
that the nature of our said Invention, and the manner in which the same is
to bo performed, is particularly described and ascertained in manner following
(that is to say)-
Part of our said improveinents relates to locomotive carringes or machines
applicable to railroads, and consists in the locomotive machinery represented in
Sheet I. of the Drawings hereunto annexed, which locomotive machinery is
contained in a frame X, X, Y, Y, mounted upon four large wheels A, A, B, B,
which are adapted to run along a railroad C, C, and the axes of the said wheels
are connected by tooth-wheel work D, E, and F, G, with two rollers or drums
and I, on the circumferences of which suitable steps are fixed to receive the
treading action of the four feet of a horse (or other suitable quadrupted animal),
whereof the two fore feet are applied to tread on the steps of the roller H and
the two hinder feet to tread on the steps of the rollers I, in the manner repre-
sented in the Drawing, in order that the weight wherewith the horse treads
down the said steps in succession may turn the two rollers H and I continually
round with equal and corresponding motions, an exact correspondence of their
motions being insured by the toothed wheels E and G being connected by an
intermediate toothed wheel K. The four large wheels A, A, B, B, which run
on the railway C, C, are compelled by the toothed-wheel work D, E, and F, G,
to turn round in concert with the rollers II and I, and thereby the whole of the
locomotive machinery (together with the horse which impels it) is advanced
along the railroad, in order to draw other carriages after it, that advancing
motion being performed with an increased speed beyond the speed wherewith
the horse treads with his feet upon the steps of the two rollers H, I. If the
size and weight of the machinery renders it necessary, two or more horses (or
other suitable quadruped animals) may be applied side by side to tread on the
said steps of the two rollers H and I, which rollers, and also the space within
the framing X, X, Y, Y, must in that case be made wide enough to admit
two or more such animals abreast; and our improvement in locomotive
machines, represented in Sheet I. as aforesaid, is also applicable to moving
bodies on water, provided that the said machinery, instead of being mounted
on the four large wheels A, A, B, B, is fixed in the bottom of a boat which
has a revolving paddle wheel at each side thereof, both wheels being fixed on
the opposite ends of an axis which extends horizontally across the boat, and
projects over each gunwale in the usual manner of steamboats, that axis being
turned round by a suitable connection with the toothed wheel work E, K, G,
in concert with the motion wherewith the horse or horses (or other suitable

page_text: quadrupeds) turn round the two rollers H and I, and the paddles of the revolv-
ing wheels dipping into the water will propel the boat on the water, and that
boat may move or tow other floating bodies after it on the water. And further,
our said improvement in locomotive engines represented in Sheet I. as afore-
said, is also applicable to working other machinery, such, for instance, as
machinery for thrashing or grinding corn, provided that the frame X, X, Y, Y,
which contains the machinery, is firmly fixed on suitable legs or pillars stand-
ing on the ground, instead of being mounted on the large wheels A, A, B, B,
and the machinery for thrashing or grinding or other purposes being connected
in a suitable manner with the wheel work E, K, G, so as to be turned round
in concert with the motion wherewith the horse or horses (or other suitable
quadrupted animals) turn the two rollers II and I. For instance, a large and
heavy wheel may be fixed on the axis of the intermediate tooth wheel K to
operate as a flywheel, in order to regulate the motion of the machinery, and
also a drum may be fixed on that axis to receive an endless strap, and give
motion, by suitable pullies, to a thrashing machine, or to grindstones for grind-
ing cutlery, or to turning laths, or to circular sawing machinery; or, in order
to grind corn, a bevil-toothed wheel may be fixed on the axis of the inter-
mediate spur wheel K, to turn a suitable bevil pinion on the upright spindle of
the revolving millstone.
Another part of our improvements relates to locomotive carriages or machines
applicable to the other roads than railroads, for instance, to common turnpike
roads, but applicable also to railroads, and consists in the locomotive machinery
represented in Sheet II. of the Drawings hereunto annexed, which locomotive
machinery is mounted upon three wheels K, K, and L, which are adapted to
run upon the road, and the two axles of the three wheels support a perch W, W,
which forms the principal part of the frame of the locomotive machinery, which
machinery is adapted to receive and carry a man, who reposes with his belly
upon a soft cushion or saddle M, which is fixed on the perch W, the weight
of the body being so balanced thereon as to leave him at liberty to apply the
whole strength of his legs, and of his thighs, legs, and feet, to actuate and
advance the locomotive machinery along the road, by turning round the wheels
K, K, in the following manner; viz', the feet are applied in two stirrup
irons N, O, the rods P, Q, of which are nearly horizontal, their foremost ends
being jointed to levers R, S, which act in the teeth of ratchet wheels fixed on the
horizontal axis of the two large wheels K, K, in such manner as that when-
ever either of the stirrups and rods P or Q is pushed backward, the lever R
or S, belonging to that rod, will take secure hold in the teeth of its ratchet
wheel (in the manner of a click), in order to turn that ratchet wheel round,

page_text: and the wheels K, K, are turned at the same time, so as to advance the loco-
motive machinery forwards along the road; but whenever either of the rods
P and Q is moved forwards the lever R or S belonging to that rod will quit
the teeth of its ratchet wheel, and allow the same to turn round without
impediment from the lever. The man actuates the machinery by a motion of
his legs and feet which is very similar to that which is given to the legs in
swimming, vizt, by gently drawing forwards one foot with its stirrup iron,
which stirrup, by the yielding action of the lever R or S in the teeth of its
ratchet wheel, comes freely forwards without any resistance, and at the same
time the man forcibly pushes back the other foot, together with its stirrup,
which stirrup, by the holding of its lever R or S in the teeth of its ratchet
wheel, urges the wheels K, K, round, so as to advance the locomotive
machinery along the road. Having thus made one tread, the man reverses tho
action, drawing forwards that foot which he had before pushed back, and push-
ing back the other foot which he had before drawn forwards; and by thus
keeping up an alternate action of the two feet, one foot or other is always
in action to tread and turn the wheels K, K, and keep the locomotive
machinery going; but the other foot is drawing forwards to repeat its tread.
The two rods P and Q of the stirrups may be connected together by a rod m,
which passes round a pulley n applied on the lower end of the upright perch
bolt d, beneath the perch W of the machinery, in order to insure that one
stirrup and foot shall be drawn forwards at the same time that the other is
pushed backwards. The man is secured from sliding forwards on the cushion M
by a double shoulder belt or girdle, which is secured by suitable straps o to
the perch W of the machinery. The man directs the course along which the
carriage shall run, by steering its two fore wheels K, K, with his two hands
applied to a small steering wheel T, which is mounted in suitable brackets at
the fore end of the perch in front of the cushion M, and a cord or chain, which
is wound with its middle part round the axis of the steering wheel T, is fastened
at each of its ends to a frame of iron, in which the axis of the two fore wheels
K, K, is mounted in bearings, to unite it to the fore end of the perch W by
an upright perch bolt d, in order that, by turning the steering wheel T a little
round one way or other, the axis of the wheels K, K, may be moved or turned
obliquely around about the upright perch bolt d (which unites that axis to
the fore end of the perch W), so as to direct the two wheels K, K, on a turn-
ing course along the road, instead of straight forwards along the same; and by
regulating the steering wheel T, the locomotive machinery may be made to
turn more or less rapidly either to the right side or to the left side, or it may
be guided to advance straight forwards along the road, at tho discretion of the

page_text: man, who steers with his hands at the same time that he impels the machinery
by the alterating treading action of his feet. The hinder part of the perch W
is made double to leave an opening in which the hind wheel L runs, being
between the man's legs. The stirrup iron and rods N, P, and O, Q, are sus-
pended by pendulous rods v, v, from a centre of motion which is supported by
slight iron brackets w, w, which rise up from the perch W over the hinder
wheel L. A locomotive carriage may be constructed, according to this
part of our improvements, in the manner represented in Sheet III., in order
to be impelled by two men or three men, when it is desired to adapt the loco-
motive carriage for carrying two or three persons. The machinery should
then be applied to give motion to the two hinder wheels instead of the fore
wheels, the axis of these two hind wheels being extended across the frame
at right angles to the perch, and having four cranks formed upon it, to be
actuated by the four stirrup rods which the two men move with their feet
acting alternately with a swimming action, as before mentioned, and the axle
of the front single wheel being mounted between circular arches, which are
supported by the framing of the carriage in the manner represented in the
Drawing, so as to render that axis capable of turning horizontally round about
an imaginary central point at the middle of the length of the axle (that is, a
point at the centre of the fore wheel), whenever the locomotive carriage is
required to run along a curved course instead of running straight forwards.
Two rods and stirrups to communicate the notion of the men's feet to the
cranks for turning the carriage wheels round must be applied to two cranks
formed on the hinder axis on each side of the perch or middle rail of the
framing between the cross perch and one of the outside rails or perches of
the frame, and each man will act upon a pair of stirrup rods and cranks by
striking out with his legs alternately in the manner above described for a
carriage impelled by one man. The two cranks for the two fect of each man
project out each way on opposite sides of the axis of the hinder wheels; but
that pair of cranks which one man works are formed on the axis at right
angles to the other pair which the other man works. The steering of this loco-
motive carriage may be performed by a steering wheel similar to that repre-
sented in Sheet II., the axis thereof being mounted on the frame before one
of the men who is to hold the steering wheel, each hand holding a handle at
the opposite sides of the wheel; and the chains which wrap around the barrel
of the steering wheel should be conducted over suitable pullies to take hold of
the moveable arms which extend backwards from the axle of the front wheel,
so that by turning the steering wheel round the fore wheel will also be turned
with its plane obliquely to the planes of the other or hind wheels. The
space

page_text: between the circular arches within which the fore wheel is mounted are
adapted to admit of the foro wheel being so placed obliquely. The breadth
across between the two hinder wheels should be such as to allow room for
each man to work freely in the space between the middle perch and one of the
outside perches. Or, otherwise, in the locomotive carriage for two persons,
the single wheel may be placed behind the two men instead of before them,
so as to follow the other two wheels which are turned round by those men.
In that case the cords or chains must be conducted backwards from the steering
wheel, (which is to be placed before one of the men, as already mentioned,) to
the pullies by which those cords or chains are conducted into the proper direc-
tions to act upon the angle of the singlo wheel, so as to move that single wheel
round within its circular arches, in order to place its plane obliquely to that of
the other wheels, as before described; and when a third person is to be carried
by the locomotive carriage, it may be made to advance with the single wheel
foremost, and he may stand upon two treadles, which are connnected by links
with two of the cranks on the axis of the hinder wheel, as is represented in
Sheet III., in order that, by treading his weight alternately first upon one
treadle and then upon the other, he may assist the other two men to turn the hind
wheels round, and advance the carriage forwards along the road; and the said
third person may also steer the carriage by using his two hands for holding
double handles, which are formed at opposite ends of the horizontal axis of a
steering barrel, which is mounted between two standards erected on the framing,
and the cords which are wrapped round that barrel are conducted over suitable
guide pullies, to command the arms which extend backwards from the axis of
tho single fore wheel, the arrangement of the said steering barrel cords and
pullies being similar to that of the steering wheel and tiller ropes and sheaves
used for steering large ships. Note, locomotive carriages, such as those
represented in Sheets 2 and 3, may be adapted to run on rail roads, by
mounting them on four wheels instead of three, the rims of those wheels being
of a proper construction for railroads. The steering apparatus may be dis-
pensed with if such carriages are intended only to run on railroads; but if the
carriages are required to run occasionally on other roads as well as on rail-
roads, then suitable steering apparatus may be applied; but the steering wheel
may be made fast to keep the front axle strait while the carriage is on a railroad.
Another part of our said improvements relates to other carriages than those
commonly called locomotive, being carriages applicable to rail and other roads;
such, for instance, as gigs, cabriolets, postchaises, and coaches, and railway
coaches for quick conveyance of passengers. It consists of an improvement
on that kind of axletree and box which is commonly used in the mail coaches,

page_text: and in which three small bolts are passed horizontally through the nave of the
wheel, and fastened by three nuts at the outer end of the nave, to secure the
wheel from coming off the axle; but by our improvement the same security
is attained by means of one screw collar, as is represented in Sheet IV., which
screw collar is more easy to remove than three bolts when it is required to
take off the wheel, and is more easy to replace with security against acci-
dentally coming off when in use. Our said screw collar fits truly upon the
round part of the axle behind or within the shoulder, which is formed on the
axle, in the same manner as the ring of the common mail coach axle; but in
lieu of the three bolts our screw collar is adapted to screw into the inner end
of the axle box, and our screw collar, when screwed into the place, is secured
to the axle box and nave, so as to be a fixture therewith, and it turns round
therewith; and the screws for our said screw collars which are at the
opposite ends of the axletree are made, one with right-hand threads and
the other with left-hand threads, those screws being so disposed that the
motion of each wheel, when the carriage is advancing forward, will tend
to screw our said screw collars fast into their places in the inner end of
their axle boxes; and for further security a sliding bolt or key or screw pin is
inserted into our screw collars, and penetrating into the axle boxes, so as to
prevent any chance of the wheel coming off; but in order to take off the
wheel the said sliding bolt or key or screw pin is withdrawn, and another
sliding bolt or key or screw pin is inserted into our screw collar, and penetrating
into the axle or into other fixed part of the carriage, whereby our screw collar
becomes fixed, and incapable of turning round; and, therefore, by turning
round the wheel in a backward direction, the axle box will be unscrewed
from off the screw collar, in order to take the wheel off the axle.
Another part of our said improvements, which relates, as aforesaid, to other
carriages than those commonly called locomotive, is represented in Sheet V.
It consists in an improvement on the wheels for such carriages for the convey-
ance of passengers and light goods as are usually mounted on springs, and is
performed by applying yielding springs to the spokes or radii of such wheels,
in the manner represented in the Drawing, in order that the axletrees, which
are supported by the centres thereof, may (by the yielding of these springs)
be relieved and protected from the violence of the shocks and concussions
which the rims of the wheels must receive when they are running over an
uneven road. The rim of the wheel, which is constructed according to this
part of our improvement, must be made with adequate strength to preserve its
circular figure and also its flat plane, and the radii or spokes must be composed
of small iron rods, each spoke which extends from the nave to the circum-

page_text: аго
ference, being made into lengths which are united by the interposition of a
worm or cylindrical helical spring of steel, which is coiled up and included
within a cylindrical tube, the construction of the said spring being very similar
to that of the small instruments called string steel yards which are used for
weighing, and their application being made in the manner represented at the
upper half of the wheel in the Drawing; or otherwise the said springs may be
applied on the inner ends of the spokes, within a hollow which is formed in
the nave for their reception in the manner represented at the lower half of the
wheel shewn in the Drawing. In either case the said helical springs aro
retained in their places under a considerable compression or shortening of their
lengths in the direction of the axes of the cylinders into which they are coiled,
so that all the said springs will tend to draw the spokes inwards from the cir-
cumference towards the centre; and the springs, which are situated on the
opposite sides of the centre, will act one against the other, in order to retain
the nave and axle in the centre of the rim with sufficient firmness to enable
the wheel to support the weight with which the axle is loaded without any
material yielding of the springs or removal of the nave from the centre of the
rim, so long as the wheel rolls over a smooth road; but whenever the rim of
the wheel meets an obstacle in the road, and is obliged to mount suddenly over
that obstacle, then the shock or concussion which would thereby be given to
the carriage occasions a yielding and compression of the springs belonging to
those spokes which extend to the upper part of the rim, and those spokes
lengthen, whilst the spokes which extend to the under part of the rim shorten,
so as to allow the rim to rise up and mount over the obstacle without occa-
sioning a corresponding rise of the nave and axletree, whereby only a part of
the shock or concussion to which the rim of the wheel is subjected will be
transmitted to the nave and axletree and to the carriage which is supported
thereby and in like manner, when the wheel, having mounted up to pass
over an obstacle, descends suddenly, or when it drops into a depression in the
road, the springs of those spokes which extend to the upper part of the rim
contract and shorten the lengths of those spokes, whilst the spokes on the
opposite side of the centre lengthens, so as to cause the rim to descend and
follow the depression of the road, without permitting a corresponding discent
of the nave and axletree, whereby only a part of the plunge or shock which is
occasioned by the descent of the rim of the wheel into a depression of the road
will be transmitted to the nave and axletree, and to the carriage which is sup-
ported thereby. And in order that the said wheel with spring spokes may be
enabled to stand firmly upright without material lateral deviation of its plane
from a right angle to its axlotree, there are two sets of such spokes to each
;

page_text: wheel, one set proceeding from the outer end of the nave, and the other set
proceeding from the inner end of the nave, as is shewn in the section; but both
sets of spokes converge towards each other at the rim, to which they are both
joined by loops or joints which are common to both sets. The said joints permit
the requisite motion, which must take place in the directions of all the spokes in
respect to the rim and to the nave and in respect to each other, when the springs
yield, and the spokes lengthen or shorten, so as to remove the nave from its cen-
tral position or to remove the rim from the perpendicularity of its plane to tho
direction of the axletree. The contraction of the springs of one set of the converg-
ing spokes acts against that of the other set, so that they tend mutually to retain
the rim of the wheel perpendicular, or at right angles to its axletree; but when
the rim of the wheel encounters any obstacle which tends to incline the carriage
of the plane of the wheel sideways, one of the sets of converging spokes will yield
and lengthen more than the other set, and that will allow the rim of the wheel to
depart from its perpendicularity to the axletree for a moment, so as to diminish
the lateral shock or concussion which would otherwise be given to the carriage by
passing such lateral obstacle. In the more ordinary action of the wheel, when it
encounters obstacles over which it has merely to mount upwards, both the sets
of converging spokes back and front will yield equally, so as to retain the rim
of the wheel at right angles to its axletree, notwithstanding the departure of
the nave from its centrical situation in the middle of the rim.
Descriptive references to the five sheets of Drawings which are annexed to
this Specification:-In the locomotive machinery represented in Sheet I. the
axes of the toothed wheels D, E, K, I, and F, and of the carriage wheels A, B,
are supported in bearings which are firmly bolted to the horizontal side rails X
of the framing see Figure 1. x, x, are side rails which unite the upper ends
of the four upright rails Y, Y. The horse is harnessed to the frame X, Y,
x, x, by the traces 1, 1, which are hooked to the hinder end of the upper side
rails a, a, and he is secured by a breeching band which is hooked on to the
same rails a, x. Near the middle of their length 3 is a back strap, fastened to
staples in the tops of the rails a, a, to prevent the horse from rising up too
high by a sudden spring; and 4, 4, are the ends of two strong belly bands to
support the horse if he stumbles. They extend across between the side rails
x, x, and are fastened to a bolt 5, which is inserted horizontally through eyes
fixed on each side of the frame. The upright sides of the framing may be
boarded up as high as the rails x, x, or higher, if necessary, to prevent the
horse from seeing any external objects. An inclined board, 8, is slided down
into grooves formed withinside of the framing, in the manner of a shuttle,
standing across the opening of the frame in front of the horse; and also a

page_text: manger may be fixed across before him, that he may cat whilst he is at work.
6 and 7, Fig. 1, are flaps, which turn down on hinge joints; they extend
across between the sides of the frame; and there are two such flaps, 6 and 7,
of a suitable size to cover up the space between the rollars Hand T. When
those flaps are folded down into the position shewn by the dotted lines, they
make a platform for the horse to step upon whilst he is put into his place
within the frame. The horse enters into the frame from the back part of the
locomotive carriage, Figure I., by walking up a suitable inclined platform,
which is laid for him behind the frame, and he steps from that place along the
flaps 6 and 7, until his feet comes into their intended places on the steps of the
rollers Hand I. The said inclined platform may be formed of two or more
strong planks (united together by hinge joints), with projecting ribs nailed on
them for the horse's feet to hold on; and those planks must be supported from
the ground on stools or tressels, placed at proper distances apart, to form an
inclined roadway up into the carriage. When the horse is entered properly
into the carriage those planks which form the said inclined road may folded
up about their hinges, and packed up at the hind part of the frame of the
carriage. When the horse is in his place in the frame, and ready to begin
working, the flaps 6 and 7 must be previously lifted up, the hinder one, 6,
being turned quite over from under his feet, and thereby placed behind his
heels; the other flap, 7, being lifted up into the inclined position shewn in
Figure I., between his legs, and secured there by a cross bolt. He is then left
at liberty to tread upon the steps of the rollers II, I, in order to turn them
round, as before described. The upper onds of the upright rails Y, Y, at the
two ends of the framo are united by cross rails y, y, Figures 1 and 3, which are
moveable, being made with hooks at their ends, which are adapted to drop into
dovetailed notches formed on the rails Y, Y, in a similar manner to the fasten-
ing of shuttles bars; or else the rails Y, Y, may be united to each end by iron
bolts, which can be withdrawn to allow the horse to enter, and which, when
in their places, will strengthen the sides of the frame. When the horse is to
taken out of the carriage the flaps 6 and 7 are to be turned down into their
dotted positions, and the front cross rail or bolt y, together with the manger
and the inclined front board 8, must be removed, and then the horse may walk
out in front and down the inclined plane, which must be previously transferred
to the front of the carriage; or the horse may be backed out by the same way
he entered.
Sheet 2 contains representations of our improvements in locomotive carriages
or machines applicable to common roads, the principal parts of which have
been already herein-before described. Figure 4 is a lateral elevation, with one

page_text: wheel removed; Fig. 5, a horizontal plan; and Fig. 6 a transverse section on
a scale of one inch to a foot. Figs. 7 and 8 are additional Figures, shewing
the ratchetts wheels and levers on a larger scale. The said ratchet wheels are
keyed fast upon the horizontal axis of the two fore wheels K, K; and the
levers, R, S, are moveable about joint pins 1, between pairs of circular plates 2,
which are fitted on projecting central bosses of the ratchet wheels; and each
pair of plates being united by transverse screw pins 3, they form a box which
encloses each ratchet wheel, and which box can slip freely round about those
wheels, without turning them, whenever the levers R and S are moved for-
wards; but whenever either of the levers R, S is drawn backwards, as, for
instance, the lever R, in Fig. 4, the upper end of the lever, which is shaped
like a click, catches against one of the teeth of the ratchet wheel, and turns
the same round, together with the axle, through a portion of a circle, in a
direction to impel the carriage forwards; but whenever the lever R or S is
moved in a direction to carry it forwards into the position of S, Fig. 4, its said
upper end retreats from the teeth of the ratchet teeth until it stops against a
cross pin between the plates 2 of the box, and then the lever R or S will
turn its box round backwards upon the bosses of its ratchet wheel through a
portion of a circle in a contrary direction to the direction in which the ratchet
wheel is turning within the box, that backward motion of the lever and box
upon the bosses being permitted without occasioning any impediment to the
forward motion of the axle and the wheel. The man who impels the carriage
can alter the effective lengths of the levers R and S at pleasure, by sliding up
or down on the lever R and S the joints which connect the stirrup rod P, Q,
to those levers, in order to transmit the motion of the man's feet to turn the
wheels. The said joints y, y, are not attached to the levers R and S them-
selves, but to sliding boxes y, y, which are fitted on the levers R and S so as
to be capable of sliding up and down upon them by the man, that he may
place the joints at the required distance from the centre of the axis of the
wheels, in order that the length of tread which the man must make to turn the
wheels, and to advance the carriage any required distance, may be regulated
according to the strength of the man, and the resistance the carriage meets
with in so advancing; for instance, when the road is smooth and level, the
sliding boxes should be drawn up on the levers R and S, to place the joints of
the stirrup rods P and Q near to the centre of motion of the axes of the
wheels, in order that the treading motion which the man gives with his feet
may be greatly magnified in or turn the wheels round, and producing in the
advancing motion thereby communicated to the carriage. But when the
road is bad, or up hill, the sliding boxes must be let down on the levers, to

page_text: remove the joints of the stirrup irons farther from the centre of motion of the
axis of the wheels, in order that the treading action of the man's feet may be
transmitted with more force to turn the wheel round and advance the carriage
forwards along the road. The sliding boxes y, y, are larger than the levers
R, S, so that the boxes will bear against only one edge of the levers R or
S at once, leaving the levers a little play within the opposite edges of the
boxes. The upper back edge of each of the boxes y is formed like a tooth or
click to take into serrated teeth which are formed on the back edges of the
levers R and S. When the man is acting upon the stirrups N, O, by his feet,
the sliding boxes y, y, to draw the levers R, S, backwards and forwards, remain
at that part of the levers where they have been placed; for they are prevented
from sliding down by cords 4 & 8, which aro fastened to projecting eyes at
the front ends of the sliding boxes, and the other ends of those cords are wound
round turning pins, which extend horizontally across between the circular
sides 2, 2, of the boxes in which the ratchet wheels are contained; and the
sliding boxes y are prevented from slipping upwards on the levers R, S,
because they jamb themselves fast on the levers, and their teeth catch into tho
teeth of the levers by the action of the man's foot drawing the rods and
stirrups backwards, owing to the joints being formed in projecting eyes at the
lower back parts of the boxes. The said turning pins, to wind up the cords
4 and 8, have heads which project outside of the boxes like thumb screws,
which the man can easily turn round to wind up the cords, and raise the
sliding boxes on the levers, or to let them down, at pleasure; and the said pins
turn stiffly in their sockets, so as to stand wherever they are placed, in a
similar manner to the turning pegs by which the strings of a violin are wound
up to time them. Although the sliding boxes y, y, cannot, rise up along the
levers R and S during the working backwards and forwards thereof, because
the teeth of the upper edges of the back parts of the boxes jamb fast into tho
teeth on the edges of the levers R, S, nevertheless, when either of the levers
is moved forwards, the boxes will set themselves loose on the levers, so that
the man can draw them up nearer to the centre of the axle, in order to shorten
the acting length of the levers R and S, by turning the aforesaid pins which
wind up the ends 4 or 8, for the sliding boxes being suspended by these
cords from eyes which project out from the lower parts of the front edges of
the boxes, the upper parts of the boxes are thrown forwards upon their
levers R or S, so as to remove the teeth at the back edges of the boxes clear
of the teeth on the levers, and then the boxes are left at liberty to be moved.
up or down on the lever R or S, in order to shorten or lengthen the acting
lengths of those levers, and thereby the man can regulate the application of his

page_text: muscular force so as to compel the carriage with great power (but diminished
speed, upon bad or up-hill roads, and with a greater velocity, and consequently
with diminished power, upon level and hard roads. The cushion M, on
which the man rests his belly, is attached to the perch by four short upright
links 5, 5, which are united to the cushion by horizontal bolts at their upper
ends, and arc supported at their lower ends by other bolts, which pass horizon-
tally through the perch. The cushion can be moved a little backwards or
forwards on the four links 5, 5, and can be fastened at any place by an oblique
link 7, which is adjustable in length, being made in two parts, which are braced
together by a screw passing through a long slit in the link. The stirrup rods
P, Q, are attached to the sliding boxes y on the lovers R, S, by double joints,
which admit of motion in any direction; and the said rods are also connected
to their stirrups by joints with upright pins, in order to allow those rods a little
motion latterally, as well as backwards and forwards, because a lateral flexure
of the stirrup rods is requisite when the axis of the front, which is turned
round about their perch bolt in steering, so as to place the wheels obliquely.
The front axle is attached to the upright perch bolt d by a frame i, i, Figures
4 and 6, on the upper side of which bearings 1, 1, are formed to receive the
axis of the wheels; and the caps, which are screwed down over those bearings,
are prolonged, to form the horns to which the ends of the steering chain is
fastened; and the front part of the said prolongation of the caps is curved
to an arch of a circle around the perch bolt, and is adapted to bear in a notchi made
in the front part of the perch in order to give steadiness to the bearings for the
axis. The upright perch bolt & passes up through the perch, which is at liberty
to play freely up and down on the bolt, and a spring is fixed fast beneath the
perch with its foremost and lodging in the frame i, i, so as to support the weight
of the perch and of the man on the spring, that the motion may be easy. Note,
a steel spring should be fixed horizontally across beneath the front end of the
cushion M, with its ends projecting out each way beneath the man's elbows,
and carrying soft pads to bear his elbows upon, and enable him to relieve his
weight from resting too much on his breast. The said cross spring may be
suspended beneath the cushion on one upright pin at the middle of the
length of the spring, and then the pads at the ends of it will follow the motion
of the man's elbows in turning the steering wheel. The stirrups P and Q, in
which the man places his feet, are suspended by other pendulous stirrup
rods v, v, from a centre of motion which is supported by standards erected on
the perch, and steadied by an inclined brace wat each side of the hind
wheel. Those standards are prolonged upwards over that wheel, and the space
between them is covered with leather, to prevent the dirt which will be thrown

page_text: up by the wheel from splashing the man. At the lower part of the said
standard a bolt is put through horizontally, and on the two ends of it which
project out beyond the standards, hooks are screwed to fasten the ends of the
shoulder belts or traces, and also on the middle part of the same bolt a bent
lever is poised by its elbow or angle, in order that by pressing down the front
end the man may bring its hinder end to act as a brake against the edge of
the hinder wheel, to stop or retard the motion of the carriage when required,
and also a small saddle is mounted on the same bolt by a double joint at each
side of the brake lever, so as to turn up out of the way against the splashing
leather; but when turned down it forms a seat on which the man can sit
astride to rest himself, or in going down hill, in which case he can press down
the brake lever with one hand to regulate the motion of the carriage. The
said standards, having a considerable strain to pull them backwards, must be
securely fixed on the perch by an iron plate like a horse shoc, and suitable
bolts through the perch. The cord m, by which the two stirrups P and Q are
united, and made to perform their motions with correct alternation, is fastened
at each end to hooks, which are screwed on the ends of the joint pins of the
stirrups, and the middle part of the cord m passes round a pulley which
is mounted on the lower end of the upright perch bolt a.
The pendulous
stirrup irons v, v, are retained in their places laterally by small eyes projecting
out from the stirrups, and sliding upon curved sweeps which are fixed under the
double parts of the perch.
The locomotive machinery represented in Sheet III. is in many parts similar
to that already described in reference to Sheet II. The two men who impel it
behind act with stirrup rods for their feet in the same manner as the man
in Sheet II., the principal difference being, that they operate on the axis of the
wheels by double cranks formed thereon instead of by ratchet wheels, and in
order to give the means of regulating the acting length of those cranks the
stirrup rods P and Q are not jointed to the cranks themselves, but are jointed
to two sliding boxes y, y, fitted upon the connecting links R, S, which
descend from the cranks to the treadles 12, 18, on which the third man is to
stand, and those sliding boxes can be moved up or down on the said links R
and S, and retained at any place by the same means as already described
of the levers R and S, Sheet II.; and for the same purpose the cords 4 and 8,
by which the said sliding boxes are suspended, are carried over the tops of tho
links R and S, and down behind them to pullies 9 fitted into mortices in the
hinder ends of the treadles, and from those pullies the cords pass obliquely
under the treadles to small sheaves 7 attached to the horizontal bolt 10, which
is the centre of motion of the treadle; and after passing those sheaves the two

page_text: cords 4 and 8 are spliced together, and the single rod 11 is made fast to a
small stirrup 22, which rides astride upon a horizontal bar 23, having serrated
teeth, and the stirrup 22 has a handle at its upper end for the man to take
hold of, in order to pull up or let down the cord 11, so as to raise or lower both
sliding boxes y, y, at once on their respective connecting rods R and S, and by
allowing the small stirrup 22 to drop down on the serrated teeth of the fixed
bar 23, it will hold the cord wherever it is so dropped. The framing of this
machinery consists of three parallel perches, which are united by a transverse
rail 14, behind, and by two curved rails 15, near the axis of the wheels, which
cross rails move downwards sufficiently to leave room for the cranks and rods;
also a strong cross rail 16, near the front end, which is curved at the front side
to an arch of a circle described from the middle point in the axis of the fore
wheel; the two side perchese extend forward beyond the said cross rail 16, and
turn towards each other, and are prolonged by iron prongs 19, which are curved
to arches of circles described about the aforesaid middle point. The axis 18 of
the fore wheel has the box of the wheel fitted on the middle of its length, and
two arins 17, 17, are fixed fast by keys upon the axis at each side of the box;
they extend backwards at right angles to the axis, including the wheel between
them, and their hinder ends are made fast by elbow bands to a piece of wood,
which is fitted to the curve of the front cross rail 16 so as to slide along the said
curve, having iron plates to lap over the upper and under edges of the rail 16,
and the upper of those plates hooks over the edge of an iron arch with which
the upper side of the wood is bordered at its front edge. The two ends of the
axle 18 have brass sockets keyed fast down upon them, which embrace
the curved prongs 19 at the ends of the slide perches. By this mode of mount-
ing the fore wheel its axis 18 can be turned about an imaginary centre point
at the middle of its length, so as to place the plane of the fore wheel obliquely
to the length of the carriage, in order to steer it, and conduct it along a curved
course. The cord for steering is made fast at each end to the said piece of
wood at the hinder ends of the two bars 17, 17, and is conducted over pullies
on each of the side perches, and over other pullies at the foot of the upright
standard on which the steering barrel is mounted, and the middle part of the
cord winds round the said barrel. The man who steers stands with his fect upon
two of the treadles 12, 13, and by throwing his weight always upon that
treadle which is descending, and relieving his weight from the other treadle
which is ascending, he assists the efforts of the other man to turn the cranks
and the wheels of the carriage. The man can thus tread with his foot nearer
to or further from the centre of motion 10 of the treadles, in order to
accomodate the force of his tread to the resistance which the carriage

page_text: is to overconic; for instance, he must tread near to the centro 10 when the
road is good, in order to impel the carriage with a quicker speed, but when
the road is bad, or up hill, he must tread further from the centre of the treadle
to give a more forcible action to the cranks, but consequently with a diminished
speed. The centre bolt 10, about which the fore ends of the treadles move as
their centre of motion, is supported horizontally across beneath the frame.
by oblique braces descending from the frame. The upright standards for the
steering barrel are erected on the front cross rail 16, and steadied by braces
from the middle perch. A saddle is attached to them by a joint at its foro end,
and is supported by a prop from the middle perch. When it is propped up it
serves for the third man to set astride upon, when he does not wish to work the
treadles; but when the prop is removed the saddle falls down on its joint out
of the way. Two other men may be placed side by side, in front, to tread
upon the treadles, and assist in impelling the carriage, making five persons in
all. And note, the men who tread on the treadles act with their full forco
to turn the cranks in the intervals when the men behind who act with stirrups
can only exert thoir least force to turn the same cranks, and
thereby a
continual action is kept up to turn the wheels and advance the carriage. A car-
riage may be made on this plan for only two men, videlicit, one to work behind
by stirrups, and the other to work before with treadles; the elevation will then
be the same as represented in the Drawing, but the machine will be narrower
in the plan, and made with only two cranks on the axis instead of four; and,
consequently, only two sets of stirrup rods, connecting rods, and treadles.
Our improvement in the mail coach axletree is represented in Sheet IV.
Figure 1 is a section. A is the wood nave. B is the axle fitted into its box b.
The inner end of the box b, (or that nearest the carriage,) is larger within them
the axle B, and that enlarged part has an inside screw cut in it to receive our
screw collar C, which is applied upon the axlo B on the round part thereof,
behind the fixed shoulder of the axle, so as to turn freely upon that round
part. Figure 1 shews the axle and box in a proper position for the wheel to turn
round upon the axle when the carriage is in use; that is, if the wheel is turned
round in the direction that it must turn when the carriage runs forward, the
box b, together with our screw roller, will run round freely upon the round parts
of the axle. A, our screw collar, has a projecting flange on the end of it,
which screws up close against the end of the box, and then tho said collar
becomes fixed fast to the box; and by way of security, to prevent our collar
unscrewing out of its place in the end of the box, a small screw d is inserted
through the box b, down into a hole perforated in our screw collar c. This
screw effectually prevents our screw collar turning round and unscrewing from

page_text: the box, so long as the small screw remains in its place. Note, the screw d
is not essential to keep the wheel on when it is going forwards, because our
screw collar would then tend to screw itself faster into its place; but when
the wheel is turned backward for backing the carriage, the screw d prevents our
screw collar from being unscrewed. When it is desired to take the wheel off,
the small screw d must be withdrawn, and small sliding bolt e is slided forwards
to introduce its end into a groove e (see Figures 1 and 2) in our screw collar,
by pressing in the bolt e endways towards the wheel, and turning the wheel
slowly round backwards till the groove e comes opposite the end of the bolt.
One half of that groove e is formed in the axle, and the other in the screw
collar, so that when the bolt e fills up the groove e the screw collar cis prevented
from turning round upon the axle B, and then by turning the wheel round
backwards the box 6 is unscrewed from off the screw collar c, and which be
easily taken off. Note, our screw collar c for the off-wheel must be a right-
handed screw, and our screw collar for the near wheel a left-handed screw.
Our screw collars care slipped on the axle behind the fixed sholder thereof,
when it is made in two lengths, before they are joined into one axletree, in the
same manner as the rings or collars for the common mail coach axles are
applied. To replace the wheel, it must be put on with the screw in the end of
the box over the screw of the screw collar c, and the wheel must be turned
round forwards to screw the box up around the collar until the end of the box b
comes home against the flange of the collar; then the sliding bolt e, being
drawn clear out of the groove e, as shewn in Figure 1, so that its end will not
touch the screw collar c, and the small screw d being inserted into its place, the
wheel will again be ready to run round upon the axle A without risk of coming
off therefrom. The sliding bolt e is fitted into an opening which is left between
the flat side of the axle and one of the iron clips which unite the springs to the
axle, and it must be fitted sufficiently tight to prevent the bolt from sliding by
the motion of the carriage, but to allow it to be pressed forwards, as before
stated, when required; or the bolt e may be made fast from sliding backwards
and forwards by a screw which passes through a slit in the bolt, and is screwed
into the axle, and is screwed up tight while the carriage is in use. Note,
the axletree may be supplied with oil from a suitable reservoir in the axletree
box, in the same manner as the axletree of mail coaches are usually applied with
oil. To insure that the point of the screw d shall be always screwed into a
corresponding cavity in the screw collar c, the flange on the end of the screw
collar should have suitable marks upon it to be brought exactly opposite to cor-
responding marks in the end of the box, in order to shew when one of the
cavities in the screw collar c will stand opposite to the point of the screw d.

page_text: Having now described the nature of our improvements, and the manner of
applying the same, I do hereby declare, for myself and the said Robert Parker,
that we claim,―
First, as that part of our improvements which relates to locomotive carriages
applicable to railroads and to moving bodies on water, and to working of other
machinery, the application of the strength of horses or other quadruped animals to
tread upon steps projecting out of two rollers which are mounted on two parallel
horizontal axes, in the manner herein-before described, whereby the said rollers
are turned round forcibly by the weight of the horse or other quadruped
animal, the same being harnessed to a fixed frame in the manner herein-before
described, so as to act by his weight and by his muscular force of pulling at the
same time.
Secondly, we claim as that part of our improvements which relates to loco-
motive carriages applicable to common roads and also to railroads those
combinations of machinery herein-before described, and represented in the
Drawings, Sheet 2 and 3, and by virtue of which combinations we make
locomotive machines which can bo impelled upon common roads and upon
railroads by the power of one or more men striking out with their legs with a
swimming action, as herein-before described.
And, lastly, wo claim as that part of our improvements which relates to
other carriages than those commonly called locomotive the method herein-
before described of securing an axletree box to the axletree by means of
a screw collar, which is applied on a round part of the axle behind the
fixed shoulder of the axletree, and which is screwed into the inner end
of the box in the manner and for the purpose herein-before described,
and as is represented in the Drawings, Sheet 4, and also the application
of springs to the spokes or radii of the wheels of carriages in the manner
and for the purposes herein-before described, and as represented in Sheet 5.
Note, in order to prevent any risk of the screw d working loose or drop-
ping out of its place when the wheel is in use, a turning ring or hoop W,
Fig. 3, Sheet 4, may be fitted over the outside of the box, so as to turn round
thereon, and a hole must be made in the hoop to admit the screw d to be
screwed down into its place, and then the hoop W, being turned round
on the box, will cover over the head of the screw, so as to retain it
securely in its place. The turning motion of the hoop W is guided and
limited by a small screw stud, which is screwed into the box through a
slit in the hoop, which slit extends only partly around the same. Or the
small screw d may be inserted in a direction parallel to the length of
the axle through an ear which projects out from the flange of the screw collar c,

page_text: the point of the screw entering into a hole in a corresponding ear which projects
out from from the inner end of the box b. Or instead of the said small screw d,
our screw collar may be secured from unscrewing out of the end of the box by
the mode shewn in Figures 4, 5, and 6; viz, a sliding ring M is fitted upon the
outside of the box b at the inner end thereof, being prevented from turning
round about the box by two internal teeth m, Fig. 6, which enter into corre-
sponding grooves cut in the outside of the box; the ring M as two teeth n, n,
projecting out from one side of it, and these enter into two corresponding
notches in tho circumference of the flange of the screw collar c when that
collar is screwed up into its place, and by those teeth the said collar is
held fast from turning round in its place in the end of the box when the
wheel is in use. The said sliding collar m, when it is slided back along
tho back with its teeth so inserted into the notches in the flanges of the
screw collar, may be retained from returning or sliding the other way by
screwing a small screw through the ring M into the box, in a similar
manner to the screw d before mentioned; or otherwise a screw may be cut
around the outside of the box 6, and a screw ring N applied thereon to
force the sliding ring M end ways along the box to retain it securely with
its teeth n, n, in the notches in the flange of the screw collar. The said
screw ring N must have three or more projecting knobs on the outside of
it, to turn it by with the thumb and finger, or with a suitable wrench; and
in order to fasten our screw collar c to the axle tree when it is to be un-
screwed from the box and the wheel is to be taken off, an upright sliding
bolt P, Figs. 4 and 5, is applied over the axle, being fitted into a groove
formed in the blocking, which is interposed between the axle and the springs,
and the sliding bolt P is confined in that groove by a plate p, which is
applied accross between the bolts of the clip. The lower end of the sliding
bolt P is adapted to enter into one of the notches in the flange of the screw
collar, provided that the tooth n of the sliding ring M is previously with-
drawn from that notch by turning back the screw ring N, and then sliding
the ring M along the box until its teeth n, n, are withdrawn from the said
notches, and then the sliding bolt P being pressed down whilst the wheel
is turned slowly round backwards its lower end will drop into the notch in
the edge of the flange when that notch is brought exactly under the bolt,
and then the bolt will hold the screw collar fast whilst the wheel is turned
round backward to unscrew the box from off the screw collar, in order to
remove the wheel. And note, when the wheel is replaced the sliding collar M
cannot be slided endways to insert its teeth n, n, into the notches in the
flange of the screw collar, unless the sliding bolt P is first lifted up so as

page_text: Inrolled the Fourth day of May, in the year of our Lord One thousand
eight hundred and thirty-one.