IMPROVEMENTS IN RAILWAY CARRIAGES AND OTHER CARRIAGES
Year: 1874

page_text: LETTERS PATENT to Michael Henry, of Fleet Chambers, 68, Fleet
Street, in the City of London, Patent Agent, for the Invention of
"IMPROVEMENTS IN RAILWAY CARRIAGES AND OTHER CARRIAGES."-A com-
munication from abroad by Henry Giffard, of 17, Boulevart Saint
Martin, Paris, France.
Sealed the 29th January 1875, and dated the 21st August 1874. '
PROVISIONAL SPECIFICATION left by the said Michael Henry at the
Office of the Commissioners of Patents, with his Petition, on the
21st August 1874.
I, MICHAEL HENRY, of Fleet Chambers, 68, Fleet Street, in the City
of London, Patent Agent, do hereby declare the nature of the said
Invention for "IMPROVEMENTS IN RAILWAY CARRIAGES AND OTHER CARRIAGES,"
communicated to me from abroad by Henry Giffard, of 17, Boulevart
Saint Martin, Paris, France, to be as follows:-

page_text: sockets or a double ball-and-socket joint. The transverse joints work in
an adjustable strap, having at top a hooked head furnished with a screw
pivot working freely in a cap or socket at one end of the first plate or
limb of a broad transverse spring. This spring may consist of two
portions, connected together by end coupling plates and by a central
plate attached to the under carriage. This prolonged pendulous mode
of suspension between the universal joint and the upper pivot allows
the carriage body transverse and longitudinal play on the under
sockets or a double ball-and-socket joint. The transverse joints work in
an adjustable strap, having at top a hooked head furnished with a screw
pivot working freely in a cap or socket at one end of the first plate or
limb of a broad transverse spring. This spring may consist of two
portions, connected together by end coupling plates and by a central
plate attached to the under carriage. This prolonged pendulous mode
of suspension between the universal joint and the upper pivot allows
the carriage body transverse and longitudinal play on the under
carriage.
The lower joints, gudgeons, or balls should be recessed at the centre
of friction, and flexible washers may be interposed in order to soften the
jerks of the springs. The suspension pivot should work in a steel cap,
shielded by an elastic socket.
Instead of the transverse springs, conical, box, concentric, helical, or
other springs may be used, bars (ovalized or otherwise distended) bearing
against them.
In another modification the carriage body is borne at its four corners
on thin steel springs, consisting of superimposed and curved limbs or
plates, which before being used may be straight or may receive an initial
curvature, and may be cut breadthwise into limbs of equal or uniform
strength. Their supporting plates are attached to the carriage body and
to the under carriage.
The carriage body may be supported on helical or spiral springs, and
the arrangements may be fitted on the longitudinal bars of the under
carriage. The spring may be applied longitudinally, and have on each
side two or more springs, the limbs of which rest on each other at their
ends, and through the intervention of small rollers working between the
upper limb and a groove in the under limb, having a radius of curvature
considerably larger than that of the roller. These rollers may be flanged.
The upper part of the connecting rods or straps are annular, and
surround the spring, resting on a shoulder at the end like a chain link,
so as to avoid friction; or the cross bolt may be furnished with a strap,
and bear on the spring or its strap edgewise.
The lower part of the connecting rods may be furnished with a
universal joint with recessed heads or pivots, the second of which is
bolted between bars supported under the under carriage if needful.

page_text: The springs used must be flexible in all directions, so as to obtain the
best play with the least weight and in the least space. One end of the
springs may be jointed instead of otherwise held.
In one arrangement the iron which holds the end of the springs is
fixed under the carriage body, and jointed at the lower end to the under
carriage.
In another modification a spring is used, consisting of groups of
numerous thin plates wound in conical spirals; they are not rigidly held
at top, but they may be held at top by a joint. Or a spring may be
used, formed of one or more clusters or groups of rectangular and super-
imposed plates or limbs. Also, a spring may be used, consisting of a
cylindrical or conical column of thin superimposed turns, rounds, coils,
or rings divided off into sets or groups, which may be undulated and
slotted breadthwise, and jointed at top, thus acting somewhat like a
flexible or folding tube.
The spring may form a double truncated cone in egg-glass or hour-
glass shape, and the jointed end may be below instead of at top.
Sometimes in applying the spring to ordinary carriages the centre
part is fixed to the axle.
Chains, straps, or other flexible arrangements may limit the horizontal
play.
-
In another modification a spiral spring is held centrally in a socket or
double plate fixed on a curved bar at the back of the carriage, its arc
regulating the tension. The free extended end of the spring rests on
the axle, and checks its rotation by means of a plate with studs, the
intermediate coils being free to move between the irons at the end; or
the centre of the spring may be attached to the under carriage, the axle
carrying a pin wheel or spindle connected with a support on the
carriage body.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Michael Henry in the Great Seal Patent Office on
the 19th February 1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, MICHAEL
HENRY, of Fleet Chambers, 68, Flect Strect, in the City of London,
Patent Agent, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twenty-first day of August, in the year
of our Lord One thousand eight hundred and seventy-four, in the thirty-
eighth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said Michael Henry, Her special license
that I, the said Michael Henry, my executors, administrators, and
assigns, or such others as I, the said Michael Henry, my executors,
administrators, and assigns, should at any time agree with, and no others,
from time to time and at all times thereafter during the term therein
expressed, should and lawfully might make, use, excrcise, and vend,
within the United Kingdom of Great Britain and Ireland, the Channel
Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN RAILWAY
CARRIAGES AND OTHER CARRIAGES," communicated to me from abroad by
Henry Giffard, of 17, Boulevart Saint Martin, Paris, France, upon
the condition (amongst others) that I, the said Michael Henry, my
executors or administrators, by an instrument in writing under my,
or their, or one of their hands and seals, should particularly describe
and ascertain the nature of the said Invention, and in what manner
the same was to be performed, and cause the same to be filed in the
Great Scal Patent Office within six calendar months next and imme-
diately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said Michael Henry, do hereby declare
the nature of the said Invention, and in what manner the same is to
be performed, to be particularly described and ascertained in and by
the following statement thereof, reference being had to the accom-
panying Drawings, and to the letters and figures marked thereon, as
communicated to me, that is to say :-
In one arrangement the carriage body is furnished with a bar carrying
a universal joint or cross arms, with ends, joints, or studs working in
sockets or a double ball-and-socket joint. The transverse joints work in

page_text: an adjustable strap having at top a hooked head furnished with a screw
pivot working freely in a cap or socket at one end of the first plate or
limb of a broad transverse spring. This spring may consist of two
portions connected together by end coupling plates and by a central
plate attached to the under carriage. This prolonged pendulous mode
of suspension between the universal joint and the upper pivot allows
the carriage body transverse and longitudinal play on the under
an adjustable strap having at top a hooked head furnished with a screw
pivot working freely in a cap or socket at one end of the first plate or
limb of a broad transverse spring. This spring may consist of two
portions connected together by end coupling plates and by a central
plate attached to the under carriage. This prolonged pendulous mode
of suspension between the universal joint and the upper pivot allows
the carriage body transverse and longitudinal play on the under
carriage.
The lower joints, gudgeons, or balls should be recessed at the centre
of friction, and flexible washers may be interposed in order to soften the
jerks of the springs. The suspension pivot should work in a steel cap
shielded by an elastic socket.
Instead of the transverse springs, conical box, concentric, helical, or
other springs may be used, bars ovalized or otherwise distended bearing
against them.
In another modification the carriage body is borne at its four corners
on thin steel springs, consisting of superimposed and curved limbs or
plates, which before being used may be straight or may receive an initial
curvature, and may be cut breadthwise, into limbs of equal or uniform
strength. Their supporting plates are attached to the carriage body and
to the under carriage.
The carriage body may be supported on helical or spiral springs, and
the arrangements may be fitted on the longitudinal bars of the under
carriage. The spring may be applied longitudinally, and have on each
side two or more springs, the limbs of which rest on each other at their
ends through the intervention of small rollers working between the
upper limb and a groove in the under limb, having a radius of curvature
considerably larger than that of the roller. These rollers may be
flanged.
The upper parts of the connecting rods or straps are annular and
surround the spring. They rest on a shoulder at the end like a chain
link so as to avoid friction; or the cross belt may be furnished with a
strap and bear on the spring or its strap edgewisc.
The lower part of the connecting rods may be furnished with a
universal joint with recessed heads or pivots, one of which is bolted
between bars supported under the under carriage if needful.

page_text: The springs used must be flexible in all directions so as to obtain the
best play with the least weight and in the least space. One end of the
springs may be jointed instead of otherwise held.
In one arrangement the iron which holds the ends of the springs is
fixed under the carriage body and jointed at the lower end to the under
carriage.
In another modification a spring is used, consisting of groups of
numerous thin plates coiled in conical spirals. They are not rigidly held
at top, but they may be held at top by a joint; or a spring may be used
formed of one or more clusters or groups of rectangular and super-
imposed plates or limbs; also a spring may be used consisting of a
cylindrical or conical column of thin superimposed coils or rings divided
off into sets or groups, which may be undulated and slotted breadthwise
and jointed at top, thus acting like a flexible or folding tube.
The spring may form a double truncated conc in egg-glass or hour-
glass shape, and the jointed end may be below instead of at top.
Sometimes in applying the spring to ordinary carriages the centre
part is fixed to the axle.
Chains, bands, or other flexible arrangements may limit the horizontal
play.
In another modification a spiral spring is held centrally in a socket
or double plate fixed on a curved bar at the back of the carriage, its arc
regulating the tension. The free extended end of the spring rests on
the axle and checks its rotation by means of a plate with studs, the
intermediate coils being free to move between the irons at the end; or
the centre of the spring may be attached to the under carriage, the axle
carrying a pin wheel or stud wheel or spindle connected with a support
on the carriage wheel.
.
The accompanying Drawings represent, by way of example, arrange-
ments of apparatus constructed according to this Invention.
One arrangement is represented on Sheet 1.

page_text: laterally with two studs or pivots S at right angles to the stud or pivot A,
the whole forming the well-known universal joint. A section of a
sphere can also be adapted for this purpose.
v
The transverse joint pieces or studs S work in the lower part of a
bar V provided with an adjusting screw g, which terminates at top in a
hooked headbearing a screw pivot a working freely in a cap or
socket at one end of a spring B. It is advisable to make this spring B
as broad as possible, so as to reduce within a certain limit the number of
blades or convolutions and the consequent friction. The spring may
consist of two portions connected together by a central plate or attach-
ment, and also by cnd coupling plates. The socket is at the middle of
the spring arrangement, as shewn in the Drawing.
The central plate is carried by an iron frame, which is firmly bolted to
the cross bars of the under carriage D. The main advantage of this
arrangement consists independently of the flexibility of the spring in
the freedom of the transverse and lengthwise play of the body X by
reason of the extended suspension motion between the universal joint
and the upper pivot.
The lower joints, gudgeons, or balls of the socket joints should be
recessed or hollowed out more or less at and towards their centre of
friction, so that the proper practical friction shall be maintained, as
shown in Figures 1 and 2.
It is advisable to place between the ends of the cross springs and the
suspension or connecting rod, or at any other similar point, plates or
washers formed of some flexible substance, such as leather or caoutchouc,
in order to soften or deaden the molecular vibrations caused or trans-
mitted by the springs. This arrangement can be effected as shewn in
Figure 3.
The suspension pivot or axis turns and is supported in a steel cap,
which is protected from contact externally by an outer socket d of soft
metal, leather, caoutchouc, or other suitable material.
Instead of ordinary cross springs other spiral springs may be used,
such as pinching springs, or watch springs, or helical springs, or box
springs, or springs made of thin plates coiled in cylindrical or circular
spiral or conical form, upon or against which ovalized bars distended into
an oval or other suitable form bear.

page_text: Another arrangement or modification is represented in Figure 4
elevation and Figure 5 side view. In this arrangement the body of the
carriage X is borne by its four corners upon clusters of very thin steel
plates A superimposed and bent as shewn. These plates before being
used for the purpose just mentioned are straight, or they may have
an initial curvature, and may be cut or formed breadthwise into limbs or
sections of uniform strength. Their supporting plates are fitted into
corresponding iron framework connected with the body of the carriage
and to the under carriage. This arrangement of spring plates, which is
also applicable to carriages other than railway carriages, may be divided
into clusters slender enough to allow of adequate flexibility longi-
tudinally independently of the play in a vertical and transverso

page_text: The second part of the apparatus consists in the springs which are
placed between the moveable plate and the lower stationary plate.
Various kinds of springs, differing in shape and construction, may be
used, such as helical springs or box springs acting by extension or by
compression, also circular helical springs and spiral springs of all kinds;
but the arrangement preferred is that of springs with superimposed
plates or pinching springs, and the superimposition of several spring
plates in suitable and regulated number determines the proper friction,
without which it would be necessary to employ a special friction
apparatus.
Only one pinching spring of large size and ordinary construction may
be placed between the two plates, but if it were desired to reduce the
longitudinal space occupied by the connection of various parts of the
apparatus, it would be better to superimpose a number of springs of loss
length, each having thinner plates, more especially as the strength and
clasticity of steel increase in a large ratio with its reduction of thick-
ness, so that equal flexibility is thus obtained with less weight. These
pinching springs thus superimposed may be supported without coupling
plates and bolts, i.c., merely by bottom plates G having a central stud
or feather working in a groove in each leaf or blade of the spring.
Each end of the chief limbs or blades of the spring is bent and bears
on the corresponding one, and they are maintained in regular contact by
another suitably formed projection fixed upon the end of one of them,
and fitting into the corresponding slot cut in the other; moreover the
entire spring or flexible support thus constructed only acts upon the
moveable and fixed plates by the intermediation of a stud or universal
joint with two right-angled edges perpendicular, the one to the other,
so that the plates thus take the precise suitable position or direction
without being guided by the rods and without involving friction and
prejudicial wear and tear. Moreover these springs are mounted and
fitted according to an initial tension which represents an important
factor of the weight of the carriage body when empty. By thus
reducing the length and thickness of the springs and increasing their
number a group of springs is obtained, which can be readily enclosed
with the rod in a protecting circular or oval casing box or sheath. In
this case the resistance to the traction of this "sheath or casing would
allow of the fixed rod being dispensed with. This arrangement presents
besides other advantages complete flexibility in all directions, without

page_text: which it would be necessary to employ apparatus for obtaining the
required friction.
Figure 8, Sheet 1, shows a complete suspending arrangement in which
is used a large ordinary spring A fitted under the carriage body at cach
side either by a bracket or sling, or preferably by an iron support and an
adjusting screw, and if required a double joint is employed for equalizing
the strain upon the spring by causing it to act as a horizontal balance
lever, also as a vertical balance lever in a plane parallel to the longi-
tudinal axis of the carriage, as shewn in the Figure. This spring must
be as broad as practicable, with a small number of limbs or plates, so as
to reduce the friction to a strictly necessary amount, and thus avoid
reiterated or prolonged vibrations or oscillations in a vertical direction.
In another modification bars or straps B, which form suspending rods
or guides, are used, upon which the ends of the spring are supported by
means of a hook or link fixed against a notch or recess formed in the
centre of the width of the last blade or limb. These straps, slings, or
bars terminate at top in a universal joint, which allows play to the body
of the carriage in all directions, and its sockets are wide enough for the
necessary friction, which prevents transverse vibration or oscillation.
The central journal or axis joint C forms part of a foot or projection D,
which is bolted to the longitudinal bar of the under carriage. These
jointed bars, slings, or straps differ from ordinary bars or straps generally
omployed. They are very short, so as to allow the springs to vary their
chord of curvature, and as the isolation and firmness of the body of the
carriage, without which it is not possible to obtain a complete and perfect
suspension, depend upon the bars, slings, or straps, it is evident that
their object, construction, arrangement, and characteristics form essential
parts of this arrangement.
Sheet 2 of the Drawings shows other modifications of my Invention.
In Sheet 2 Figure 1 represents a modification of the
arrangement shewn
in Sheet 1, with this difference, that the spring is bent longitudinally.
Two or more springs may be used on each side according to the length
of the carriage. These springs possess another feature of novelty by
which their efficiency is increased. The limbs, plates, or blades of the
spring only bear upon each other at their ends, and by the intermediation

page_text: of a small roller, which revolves at its upper generatrix under the limb,
plate, or blade which is above it, and by its lower generatrix in a groove
or recess at the end of the lower plate or blade. This groove is formed
with a radius of curvature much greater than that of the radius of the
roller, so that the small amount of rotatory motion is not impeded.
These rollers a, which can be applied between all the limbs, or blades, or
plates of the spring, or only between a certain number of them, are in
order to prevent their lateral displacement provided either with a central
flange, which engages in a recess formed in each limb, plate, or blade,
or with an outer rim or flange at each side, which allows of the recesses
being dispensed with. The ordinary sliding friction of the spring blades
or plates is thus converted into rolling friction, and the smoothness and
uniformity of the suspending motion is thereby greatly increased.
In Figure 1, Sheet 2, the suspension bars or guides B at their upper
part form a ring, which embraces the spring D, and bears against an
enlargement formed at its end like the link of a chain, and which pre-
vents friction at this part. The arrangement could however be used with
the transverse bolt if furnished with a strap or bar of any required
length. In this case it would be equally convenient to cause the bolt to
bear on the curve of the limb or plate of the spring, or on its strap or
band edgewise, but not rollerwise, but the arrangement above described
is simpler and more precise. On the other hand the connecting rods
terminate at bottom in a universal joint with recessed heads or journals,
one of which is fast bolted between the longitudinal suspension bars E.
These bars, the supports or brackets of which F may be upright or more
or less inclined, are fixed under the body of the carriage, but they may
be dispensed with if the supports or brackets be firm and strong enough,
but they are in any case useful for fastening and strengthening purposes.
The central part of the spring is supported by a bracket fixed to the
under carriage, as shewn in the Figure. Hence the essential feature of
this arrangement or part of the Invention consists not in the two-fold
suspension of the body of the carriage with ordinary springs, but in the
free suspension which permits of the necessary horizontal play or motion
and in the employment of the small rollers a to soften or modify the
action of the plates or limbs of the spring.
Next I proceed to describe various springs which are used according
to this Invention. Some of these have already been explained with
reference to Sheet 1. They are to be fixed in any required number

page_text: and longitudinally under the body of the carriage, and also to be placed
outside the longitudinal bars of the under carriage. They must be
flexible in all directions, and the principle of construction, whatever be
their arrangement, does not consist in the employment of a single plate,
bar, or collar, but in the combination, superimposition, or juxtaposition
(symmetrical or otherwise) of a number of these parts, plates, or blades,
which are sufficiently thin and of uniform or variable width, so as to
obtain in a certain space and with the least possible weight the necessary
flexibility and friction. Morcover one of their ends instead of being
fixed in the bracket or support may be jointed on an axis or a universal
joint, or a ball-and-socket joint, or on a rolling or sliding pivot, so that
there is a greater horizontal play than if they were a fixture at each
end. These requirements are attained by arrangements which are
herein-after described, and which are applicable to very long carriages
mounted upon trucks or under carriages or to any vehicle other than
railway carriages.
The following Figures represent the principal means or arrangements
which may be employed for these purposes :-
Figure 2, Sheet 2, shows a similar spring to that represented in Sheet 1,
Figures 4 and 5, but in the spring shown in Figure 2 the framework
which holds the ends of the springs is firmly fixed under the body of
the carriage and the lower part is jointed to the under carriage. The
horizontal play thus obtained can be also effected by a pinching spring
applied in the same manner, especially if the friction of the limbs or
plates of the springs be reduced by using small rollers.
Figure 3, Sheet 2, shows a spring formed of one or more clusters
arranged symmetrically, and each composed of one or more thin plates
coiled in conical spiral form. The novel and useful characteristic feature
of this part of the Invention consists in the multiplicity and thinness of
the plates and in their not being fixed at the upper part, contrary to the
mode heretofore adopted with spiral springs of small diameter, having
a single plate and being fixed at both ends.
Figure 4, Sheet 2, is a spiral spring or box spring, the spirals of which
are formed by one or more clusters or groups of rectangular and super-
imposed plates or limbs.
Figure 5, Sheet 2, is a spring consisting of a cylindrical or conical
column or pile of thin superimposed coils or rings divided off into

page_text: groups or sets. They may be undulated and slotted breadthwise, and
the whole jointed at top, thus acting or serving like a flexible or folding
tube.
These three modifications of springs last herein-before described might
also. be arranged as to present in edge view in effect a double truncated
cone the same parts as those above, the plane of the largest diameter
being repeated below it. The jointing arrangements may be placed
(though it is not recommended) below instead of above.
Figure 6, Sheet 2, is an elevation, and Figure 7, Sheet 2, an end view
of a spiral spring with the plates or limbs placed vertically in juxta.
position. The combined spring is fixed beneath the under carriage on a
suitable support, but with or without the intermediation of a cushion or
buffer placed freely at its centre on a bracket or support forming part of
the under carriage frame, wherein may be placed if needful two adjusting
screws or nuts, as shewn in Figure 7.
In applying this arrangement of spring to ordinary carriages it is
preferable to fit the central part firmly to the axle. The transverse play
being by these means considerably reduced, it is best for practical
purposes to arrange in due proportion the number and thickness of the
plates, so that their breadth can be much less than if they were not fixed
centrally.
In all these modifications the width as well as the thickness should
not be uniform, and the spring can therefore be composed, not of
a single cluster or group of plates, but of several groups or clusters, with
small intervals or spaces between.
Whichever of these arrangements of springs be employed, the
necessary vertical and horizontal play can always be obtained; never-
theless, in order to obtain proper suspension without excessive increase
of the weight of the body from the under carriage, and without jolting,
an arrangement may be adopted for draught or road carriages, in which,
beside the action of the ordinary springs of the under carriage, a vertical
flexion of the springs of the body of the carriage, equal to Ometres.20
or metres.25, (71% inch to 9 inch) when the vehicle is full, with the
greatest variation of height due to the largest load, equal to Ometres.08 or
Ometres 12 (from 3 to 4 inches), the resistant vertical friction should be
about equal to the friction which results from the action of a spring
•

page_text: consisting of from 10 to 15 plates, or spiral coils furnished with rollers
as above described.
The horizontal play must correspond with the play which results
from a vertical pendulous motion of 0.60 (233 inches) to 0.80
(31 inches), and the necessary friction in this direction may bc repre-
sented by the friction which results from suitably lubricated journals
varying from 0 metres. 05 to 0 metres.04 (about 2 inches) in diameter placed
at the extremities of the vertical line of suspension.
The transverse play of the body of the carriage with respect to the
under carriage must not be less than from Ometres.10 to 0 metres.12 (say 3
or 4 inches) on each side, not only because of the unevenness of the
road, but also when a carriage travels at great speed on small curves,
and when the carriages are insufficiently raised and coupled, and when
there is a sharp side wind, breeze, or gale.
The longitudinal play must be as great as possible to allow the adjust-
able or flexible suspension appliances to case or neutralize the jerk and
prevent mischief by checking the movement of the under carriage when
velocity is acquired by the body of the carriage when the "pull" takes
place, and this arrangement also cases slight jerks or concussions and
prevents mischief, and thus acts supplementarily to the ordinary buffer.
Elastic chains, straps, or safety bands may be arranged and fitted in
such manner as to check the horizontal jerks.
Figure 8 represents an arrangement of spiral spring equally applicablo
to railway carriages, and which is here shown applied to draught
carriages.
The number of turns, limbs, or convolutions of the springs depends,
coeteris paribus, upon the amount of play desired, and their breadth
regulates the transverse flexion proportionately.
The spiral spring a is fitted at the central end of the spiral in a socket
or a double plate, which is fixed upon a bar curved almost concen-
trically, and forming part of the back of the carriage and the fore
carriage. This curve moreover allows of the tension of the spring being
regulated with exactitude.
The free and extended end of the spiral, which may be single or
double, bears directly upon the axis D, and prevents the rotation thereof

page_text: by means of the plate 6 and of one or two journals c, according as this
extension is single or double; and the necessary frictions are obtained in
a vertical direction by the rotation of the axle in the wheel, and as
regards the transverse direction by the rotation on the plate b.
It will be understood that the intermediary portions of the spiral are
free to move in all directions in a sufficient space left in the iron frame-
work, which maintains the end thereof.
As regards the application of the arrangements to railway carriages,
.the arrangements may be reversed, that is to say, the central portion of
the spiral may be fixed to the longitudinal bar of the under carriage,
and the axle D will be journal or form part of a bearing or support
fixed to and below the under carriage.
Secing that all the parts of the spiral are subjected to the same resilient
or elastic work, the thickness and width may be varied in proportions
corresponding with their medium distance from their bearing point on
the axis.
For the spiral shewn in the Drawing and herein-before described a
spring consisting of helicoidal spirals on a vertical horizontal axis may
be substituted.
Having now described the nature of the said Invention and in what
manner the same may be performed, I declare that I claim,-
First. The method of and arrangements for suspending or hanging
railway and other carriages, as herein-before described and illustrated in
Figures 1, 2, and 3, Sheet 1, whereby the body of the carriage has a
transverse and longitudinal play produced by the elongated suspension
arrangements, whereof the universal joint forms one end or part, and
the upper pivot the other or opposite end or part, substantially as
described.
Second. The employment and arrangement of springs consisting of
very thin superimposed and curved plates or limbs, substantially as
herein-before described and represented in Figures 4 and 5, Sheet 1 of
the Drawings.
Third. The construction and combination of springs with small rollers,
substantially as herein-before described and represented in Figure 1.

page_text: Fourth. The arrangement and combination of parts for hanging,
suspending, or fitting carriages, as shewn in Sheet 2, and herein-before
described. ⚫
Fifth. The general arrangement and combination of parts, substan-
tially as herein-before described, constituting the improvements herein
set forth and illustrated in the Drawings.
In witness whereof, I, the said Michael Henry, have hereunto
set my hand and seal, this Eighteenth day of February, in the
year One thousand eight hundred and seventy-five.
Witness,
F. J. WALTERS,
68, Fleet Street,
London.
M. HENRY. (L.S.)