IMPROVE. MENTS IN CARRIAGES
Year: 1863

page_text: LETTERS PATENT to Frederick Parker, of the
Cambridge, Carriage Builder, for the Invention of
CARRIAGES."
Town and County of
"IMPROVEMENTS IN
Sealed the 12th April 1864, and dated the 26th October 1863.
PROVISIONAL SPECIFICATION left by the said Frederick Parker at the
Office of the Commissioners of Patents, with his Petition, on the 26th
October 1863.
I, FREDERICK PARKER, of the Town and County of Cambridge, Carriage.
Builder, do hereby declare the nature of the said Invention for "IMPROVE.
MENTS IN CARRIAGES," to be as follows
My Invention has reference to all such wheeled carriages as are constructed
with a locking or steering apparatus, or are mounted on springs, whether the
same be used for conveying merchandize or passengers, either adult or infant
and whether the same be either drawn or propelled by horse, manual, or other
power; and has for its object, 1st, to render the same more under the control
of the horse or other motive power.
2ndly, to facilitate the steering or turning of four-wheel carriages, and to
render the same capable of turning in a smaller space than hitherto.
3rdly, to place the horse nearer the body of certain kinds of four-wheel
carriages, and to bring the fore and hind axles of such carriages nearer to each
other, thereby rendering them of lighter draught.
Fourthly, to cause the hind wheels of four wheeled carriages to take a course

page_text: in turning which shall approximate to that taken by the horse, thereby
rendering such carriages less liable to come in contact with other objects
whilst turning or threading between other carriages in a crowded thorough-
fare.
Fifthly, to render the inside of a carriage more pleasant and sociable than
hitherto in the arrangement of its seats.
Sixthly, to render such carriages as have fronts of a segmental form more
capable of admitting air than hitherto.
Seventhly, to cause such two-wheeled carriages as are constructed on the
Stanhope principle to be of lighter draught and easier motion than hitherto
by a novel mode of attaching the shafts.
8thly, to improve the external appearance of the seats of open carriages.
9thly, to facilitate ease of motion.
And consists, 1stly, in attaching the shafts or splinter bar of four-wheeled
carriages to the body part of such vehicle instead of attaching them to what
is technically called the fore carriage part.
2ndly, in constructing four-wheeled carriages with two or more pivots or
turning centres, one of such pivots or turning centres being specially for the
shafts or splinter bar to move round when turning instead of constructing them
so that the shafts or splinter bar move round one and the same centre with
the fore carriage and wheels as at present.
3rdly, in placing the coachman's seat, together with the locking or moveable
part of the underworks of four-wheeled carriages, at the back of such vehicle
instead of the front thereof as hitherto.
4thly, by connecting the hind axle of four-wheeled carriages to the shafts or
splinter bar thereof by means of steering rods or other connections so arranged
that when the horse deviates from a straight course the hind wheels deviate
in an opposite direction.
5thly, in a novel construction of body for a carriage to be called the
Alexandra car, with 4 seats so arranged as to be at right angles, or nearly
so, with such other, and all facing to one centre, with the doors on each side
of the hind seat, so that when the carriage is facing towards the west one seat
would be facing the east, one towards the north, one towards the south, and
one to the west, the doors being on each side of the latter named seat.
6thly, in an arrangement of the windows of such carriages as have fronts
of a segmental form, whereby such windows are divided into three squares of
glass of about equal size, the centre one being fixed and the two side ones
sliding horizontally in an inner groove, and so arranged that when one of them
is moved to the centre it may be displaced from its own groove and placed in

page_text: a recess at the back of the centre glass, thus leaving room for the other side
glass to be moved in its own groove to the back of the other two, so that the
three glasses occupy only the width of one, thus leaving two-thirds of the
space open instead of half as afforded by the usual plan.
7thly, in attaching the shafts of a Stanhope chaise to the fore and hind
ends of the side springs, the hind end of the shaft being made to play through
a socket as the spring lengthens in motion instead of resting the shafts on the
axle by means of bearing irons.
8thly, in the employment of the form of a corrugated shell, stamped or
moulded in papier mache, metal, or any other suitable material, to form either
the side or back of a carriage seat, such seat being applicable to any description
of wheeled carriage.
9thly, in the employment of springs in the form of one or more complete
rings or loops, or a compound of complete rings or loops, such rings or loops
being placed in perpendicular position, and being formed by bending one or
more bars of steel or any other suitable material in such a manner that the
ends thereof touch or overlap each other.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Frederick Parker in the Great Seal Patent Office on
the 19th April 1864.
TO ALL TO WHOM THESE PRESENTS SHALL COME, 1, FREDERICK
PARKER, of the Town and County of Cambridge, Carriage Builder, send
greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-sixth day of October, in the year of our Lord
One thousand eight hundred and sixty-three, in the twenty-seventh year of Her
reign, did. for Herself, Her heirs and successors, give and grant unto me, the
said Frederick Parker, Her special licence that I, the said Frederick Parker,
my executors, administrators, and assigns, or such others as I, the said
Frederick Parker, 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,
exercise, and vend, within the United Kingdom of Great Britain and Ireland,
the Channel Islands, and Isle of Man, an Invention for "IMPROVEMENTS IN
CARRIAGES," upon the condition (amongst others) that I, the said Frederick
Parker, my executors or administrators, by an instrument in writing under my,

page_text: 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 per-
formed, and cause the same to be filed in the Great Seal Patent Office within
six calendar months next and immediately after the date of the said Letters
Patent.
:
1
hereby declare
NOW KNOW YE, that I, the said Frederick Parker, do
the nature of my said Invention, and in what manner. the same is to be
performed, to be particularly described and ascertained in and by the following
statement:-
My Invention has reference to all such wheeled carriages as are constructed
with a locking or steering apparatus, or are mounted on springs, whether the
same be used for conveying merchandize or passengers, either adult or infant,
and whether the same be either drawn or propelled by horse, manual, or other
power, and has for its object, firstly, to render the same more under the control
of the horse or other motive power.
Secondly, I have observed that a four-wheeled carriage when placed on the
lock, so that the axles are no longer parallel with each other, the spot towards
which both axles point, or at which two lines if continued in the direction of
the two axles would meet each other, becomes the centre round which the
carriage would revolve if drawn or propelled with the axles at that relative
angle from each other, and that the line of draught is not in the same
direction as that which the carriage must necessarily travel while the axles
remain at that angle, so that the horse which has to hold the carriage in that
position is pointing to a different direction to that which the carriage must
necessarily travel, and that his head describes a larger circle than that
traversed by any part of the carriage, hence he has to get round by moving
his legs one across the other in a diagonal direction. This will be more
apparent if the horse and four wheels are locked at an acute angle, so that the
fore axle points to the hind axle at a spot perpendicular over that at which
one of the hind wheels rests on the ground, which spot so pointed to then
becomes the pivot or centre round which the carriage would revolve, the hind
wheel so placed remaining on that spot while the horse's head has to describe
a large circle round it, the other parts of the horse and of the carriage having
to describe a circle more or less large in proportion to their relative distance
from the wheel which stands on the spot round which they are revolving, as
shown in Figure 1, which is intended to illustrate this defect. And in order
to facilitate the turning of four-wheeled carriages, by remedying this defect, I
apply the second part of my Invention.
Thirdly, to place the horse nearer the body of certain kinds of four-wheeled

page_text: carriages, and to bring the fore and hind axles of such carriages nearer to
each other, thereby rendering them of lighter draught.
Fourthly, to cause the hind wheels of four-wheeled carriages to take a
course in turning which shall approximate to that taken by the horse, thereby
rendering such carriages less liable to come into contact with other objects
whilst turning or threading between other carriages in a crowded thoroughfare
Fifthly, to render the inside of a carriage more pleasant and sociable than
hitherto in the arrangement of its seats.
Sixthly, to render such carriages as have fronts of a segmental form more
capable of admitting air than hitherto.
Seventhly, to cause such two-wheeled carriages as are constructed on the
Stanhope principle to be of lighter draught and easier motion than hitherto
by a novel mode of attaching the shafts.
Eighthly, to improve the external appearance of seats of open carriages.
Ninthly, to facilitate ease of motion.
DESCRIPTION OF THE DRAWINGS.
Figure 1 is a diagram to illustrate the defects in the present mode of
turning a horse and four-wheeled carriage. W is a line in continuation of the
hind axle; V is a line in continuation of the fore axle; X is the spot at which
W and V intersect each other, and the centre of the circle round which the
horse and carriage would revolve; T is the circumference of the circle in
which the horse and carriage would turn. Figure 2 is a side elevation of a
carriage, which from the peculiar arrangement of the seats I propose (with
all carriages of a similar arrangement of seats) to call the "Alexandra car."
This carriage it will be seen has a coachman's seat in front, and is constructed
with the locking part of the under works at the front part thereof, and with a
fixed head, as is usual in ordinary broughams. Figure 3 is an inverted plan
of the same carriage, showing the locking part of the under works as placed
when the horse is at the extreme lock, or in the act of turning. Figure 4 is
a plan of so much of the upper part of the same carriage as is necessary to
show the mode of moving the windows. Figure 5 is a vertical section of the
Figure 6 is a plan of the inside seats of the same
same on the line Z.
carriage. Figure 7 is the side elevation of an Alexandra car with fixed head,
and with the coachman's seat and the locking part of the underworks placed
at the hinder part of the said carriage. Figure 8 is an inverted plan of the
same carriage, showing the locking part of the under works as placed when
the horse is at the extreme lock or in the act of turning. Figure 9 is a front
elevation of the same carriage with the locking part of the under works in a

page_text: like position. Figure 10 is a hind elevation of the same carriage with the
locking parts of the under works in a like position. Figure 11 is a plan of
the inside seat of the same carriage. Figure 12 is a side elevation of an open
Alexandra car to be driven from the inside. Figure 13 is a plan of the same
carriage showing the arrangement of the seats. Figure 14 is the side
elevation of a waggon constructed to lock both the fore and hind wheels.
Figure 15 is an inverted plan of the same, showing the locking parts of the
under works as placed when the horses are at the extreme lock or in the act
of turning. Figure 16 is a hind elevation of a perambulator. Figure 17 is
a side elevation of the same. Figure 18 is a side elevation of a dog cart
mounted on Stanhope springs. Figure 19 is a side elevation of the hind
shackles and shaft gear of the same cart. Figure 20 is a side elevation of
the fore shackles and shaft gear of the same cart. Figure 21 is a hind
elevation of the hind shackles and shaft gear of the same cart. Figure 22 is
a front elevation of the fore shackles and shaft gear of the same cart. Figure 23
is a side elevation of a two-wheeled vehicle, which I propose to call the "marine
chaise." Figure 24 is a side elevation of a four-wheeled vehicle which I propose
to call the "marine phaeton." Figure 25 is a side elevation of a spring com-
posed of five rings x, with a sixth small ring y to act as an auxiliary spring.
Figure 26 is a side elevation of a spring a composed of three rings, with an
india-rubber band z to check the motion of the same, and to enable the spring
to sustain a greater weight. Figure 27 is a front elevation of an elliptic
spring with an auxiliary spring, composed of two rings x to strengthen the
Figure 28 is a side elevation of a spring composed of two loops, the
ends thereof being intended to be fastened to the body of a carriage, and
the weight applied to the top of the loop, the bottom of the loop resting on
the axle. Figure 29 is a side elevation of a spring composed of one loop and
one ring, to be applied in a similar manner as Figure 28. In the foregoing
Figures similar letters of reference are employed to denote corresponding
parts, and all details which are neither shown in the same nor described in
the Specification may be carried out in the ordinary manner.
same.
My Invention consists, firstly, in attaching the shafts or splinter bar of four-
wheeled carriages to the body part of such vehicle by means of a drawing bar
so arranged as to convey the draught direct to the body, and yet to admit of
the shafts or splinter bar moving laterally or in a curved direction, so as to
produce what is technically called the locking action, instead of attaching
them to what is technically called the fore-carriage or locking part of the
underworks. This part of my Invention is shown in Figures 7, 8, 9, and 12.
D is the drawing bar, by means of which the draught is conveyed to the body

page_text: of the carriage; J' is an iron to which the shafts are attached at Js, the iron
J. works on a pivot P, and is caused to act upon the drawing bar D at J³ by
means of rollers, so as to admit of the shafts moving laterally to produce the
locking action of the shafts; I do not claim the separate parts employed in
this part of my Invention, but what I do claim is attaching the shafts or
splinter bar to the body of four-wheeled carriages without the intervention or
agency of the fore-carriage part, substantially in the manner herein described.
Secondly, in constructing four-wheeled carriages with two or more pivots or
turning centres, one of such pivots or turning centres being that upon which
the shafts or splinter bar moves when turning, instead of constructing them
so that the shafts or splinter bar moves round one and the same centre with
the fore-carriage and wheels as at present.
In applying the second part of my Invention to an ordinary four-wheeled
carriage in addition to the ordinary turning pivot, technically called a perch
bolt, round which the fore-carriage moves laterally when on the lock, I
introduce an additional turning pivot or its equivalent in advance of the
ordinary turning pivot or perch bolt; to this shaft pivot are attached the
shafts or pole which are to give direction to the carriage, and is so arranged
that when the shafts or pole are locked or turned to deviate from a straight
course, they so act upon what is technically called the fore carriage as to
cause it to deviate towards the same direction but in a less degree, thus
causing the horse to take a direction which will be at a greater angle from the
direction of the body than that taken by the fore-wheels, as shown in Figures 2
and 3. B is a bed with furchells framed through and connected with the
shafts in the ordinary manner; P is the shaft pivot placed in the centre of the
locking plate L', round which the shafts move laterally when locking; O is an
iron which is attached at each end to the furchells to give direction to the fore
carriage by means of a connecting iron M; B2 is the bed of the fore-carriage
connected at each end to the spring s, and bearing the weight of the body, to
which it is attached by a perch bolt at K by means of the iron Q; L' is a locking
plate forming a segment of the circle in which the fore-carriage moves when
acted upon by the directing iron O; A¹ is a stay to prevent the fore axle from
lagging back, and which stay works on a pivot placed perpendicularly under
the perch bolt K, so as to admit of the fore-carriage locking; A are stays to
draw the hind axle.
In applying the second part of my Invention to a carriage in which it is
desirable that both the fore and hind wheels should lock, I employ a fore and
hind under carriage, each turning on its own perch bolt in the usual manner
and with the additional shaft pivot placed in advance thereof and acting

page_text: thereon, as shown in Figures 14 and 15. K¹ is the front perch bolt; K is
the hind perch bolt; L2 and L3 are the locking plates in connection therewith;
P is the shaft pivot, and L' is the locking plate in connection therewith; O is
the directing iron; and M is the connecting iron, by means of which the shafts
act upon the fore-carriage part, which in its turn acts upon the hind carriage
part, causing it to lock in an opposite direction.
In applying the second part of my Invention to a carriage of which the
locking parts of the under carriage are placed at the hinder part thereof, I
introduce the before described shaft pivot towards the fore part of the body of
such carriage at a spot convenient for the shafts or splinter bar to move round
the same without coming into contact with the fore-wheels, and produce the
locking action of the hind part by means of connecting rods attached to the
shaft irons, as shewn in Figures 7, 8, 9, 10 and 12. J is the shaft iron
working on the shaft pivot P, and attached to the drawing bar D, as before
described; R, R, are two connecting rods working on the shaft iron J', and
connecting the same with the hind under carriage by means of bolts or pins in
such a manner as to produce the locking action thereof; the bolts or pin joints
are so placed that the near side front boli is the same distance off the off side
hind bolt when the carriage is on the lock as when they are straight, and vice
versa, thus causing the rods to act as tension rods to keep the hind axle in its
place and prevent its lagging back, as well as controlling the direction it
should take.
From the foregoing illustrations it will be obvious that a modification of
these arrangements will render this shaft pivot applicable to any other form of
four or six-wheeled carriage, whether constructed on either of the foregoing
principles of locking action, or on that adopted in Ridges and Barker's Patent
of 1861, or Seeton's Patent 1859. What I claim in respect to this part of
my Invention is the employment of a shaft, pivot, or centre round which the
shafts move laterally when turning, as distinct from the pivot or perch bolt on
which the locking part of the under carriage turns, and acting thereon
substantially in the manner herein described.
Thirdly, in an arrangement for placing the coachman's seat and the locking
or movable parts of the under carriage of four-wheeled carriages at the back
of such vehicles. Figures 7, 8, 10, 12, and 13, show the position of the
coachman's seat and moveable part of the under carriage arranged according
to my Invention. In this part of my Invention I do not claim the placing of
the driver's seat at the back part of the carriage separately, neither do I claim
placing the locking part of the under works at the back part of the carriage
separately, as both these objects have been accomplished before; but what I

page_text: do claim is placing the driver's seat and locking part of the carriage in com-
bination with each other at the hind part of the carriage, so as to admit of the.
horse being placed nearer the body thereof, substantially in the manner herein
described.
Fourthly, by connecting the hind axle of four-wheeled carriages to the shafts
or splinter bar thereof by steering rods R, R, or their equivalents, so arranged
that when the horse deviates from a straight course, the hind wheels deviate
in an opposite direction, as shown in Figures 7, 8, 9, 10, and 12.
In this part of my Invention 1 do not claim separately the causing the hind
wheels to lock, as that has already been accomplished by connection with the
front wheels, but what I do claim is, causing them to lock by connecting them
with the shafts or pole, without the intervention of the fore-carriage part
substantially as herein described.
Fifthly, in a novel construction of body for a carriage to be called the
Alexandra car, with four seats so arranged as to be at right angles or nearly so
with each other and all facing to one centre, so that when the carriage is
facing towards the west, one seat would be facing towards the east, one towards
north, one towards the south, and one towards the west, as shown in
Figures 6, 11, and 13.
Figure 11 is a plan of the interior of the body of a carriage showing the
relative positions of the seats, each seat being adapted for one person, but I do
not limit myself to this number, as each or either of the seats may be made to
accommodate two or more persons. I do not claim the mere placing of four
seats facing towards one centre, as this may have been accomplished in a
manner different to my Invention, but what I do claim is, having four seats
facing towards one centre and at right angles with each other and placed
in the position as herein described.
Sixthly, in an arrangement of the windows of such carriages as have fronts
of a segmental form whereby such windows are divided into three squares or
panes of glass of about equal size, the centre one being fixed and the two side
ones sliding horizontally in an inner groove and so arranged that when one of
them is moved to the centre it may be displaced from its own groove and
placed in a recess at the back of the centre glass, thus leaving room for the
other side glass to be moved in its own groove to the back of the other two, so
that the three glasses occupy only the width of one, thus leaving two-thirds of
the space open instead of half as afforded by the usual plan. This part of my
Invention is shown in Figures 4 and 5. G is the centre glass fixed between
two pillars G. G2 and G³ are the two side glasses, each held in a frame F and

page_text: sliding in the groove H' which is so arranged that when one of the side glasses
is moved to the centre it may be lifted into the groove H, thus leaving room
for the other side glass to take its place.
In this part of my Invention I claim dividing the window into three squares
or panes arranged so as to occupy when open the width of one square or pane
only, substantially in the manner herein described.
Seventhly, in attaching the shafts of a Stanhope chaise to the fore and hind
ends of the side springs, the hind end of the shaft being made to play through
a socket as the spring lengthens in motion, instead of the usual mode of resting
the shafts on the axle by means of bearing irons. This part of my Invention
is shown in Figures 18, 19, 20, 21, and 22. U is the shaft, secured by a clip
or socket to the front end of the spring; I is an india-rubber socket through
which the shaft U works; at the hind end of the springs E are the eyes of the
springs.
In this part of my Invention I do not claim the connections by which the
shafts are attached to the springs, as those connections form part of my former
Patent, No. 3422, of 1862; but what I claim is, attaching shafts to such
two-wheeled carriages as are mounted on Stanhope springs, substantially in
the manner herein described.
Eighthly, in the employment of the form of a corrugated shell, stamped or
moulded in paper mache, metal, or other suitable material, to form either the
side or the back of a carriage seat, such seat being applicable to any descrip-
tion of wheeled carriage, as shown in Figures 16, 17, 18, 23, and 24. N is
the corrugated shell, which is stamped or moulded in papier mache, metal, or
other suitable material, and shown applied to the sides and backs of carriage
seats according to my Invention.
I do not claim applying the form of a corrugated shell to form the entire
body of a carriage; but what I do claim is, the employment of the form of a
corrugated shell made in the manner and applied to the seat part only of the
body of the carriage, substantially in the manner herein-described.
Ninthly, in the employment of springs in the form of one or more complete
rings or loops, such rings or loops being placed in a perpendicular position
and being formed by bending one or more bars of steel or other suitable
material in such a manner that the ends thereof overlap or touch each other.
When it is desirable to use more than one plate in the formation of a
spring, I take two or more bars of steel and bend them in the form either of
rings or loops of graduated sizes, and place them one within the other, placing
a block, by preference of leather, between such plates at their bearings, so

page_text: that the loops or rings are kept separate from each other. I then connect
the whole together, either by bolts or rods passing through them, or by bands
passing over them in the usual manner, (when desirable the spring may be
inclosed in a casing of india-rubber,) and the spring when thus formed is
applied to the carriage, as shewn in Figures 2, 3, 7, 8, 9, 10, 12, 17, and 23,
and it is obvious that the same springs may be applied in similar manner to
that of C springs in carriages constructed with a perch, as in Figure 24, and
may be used as a shaft spring, as in Figure 23; S2 is the shaft spring so
applied. Figures 25, 26, 27, 28, and 29 show other modifications of these
springs, which may be applied in a similar manner to those above described.
I do not claim the mere form of a circle or of a loop; but what I do claim
in respect of this part of my Invention is, the employment of a spring, either
in the form of a loop, or of a circle, or of a combination of loops and circles,
constructed and applied substantially in the manner herein described.
Having now described my Invention, and the best means with which I am
at present acquainted for carrying the same into effect, I would observe, in
conclusion, that I do not confine myself to the precise arrangement or con-
struction of parts herein shown and described, as they may be varied without
departing from the nature and principles of my improvements.
In witness whereof, I, the said Frederick Parker, have hereunto set my
hand and seal, this Ninth day of April, in the year of our Lord One
thousand eight hundred and sixty-four.
Witness,
HENRY WILES,
Sculptor,
Cambridge.
FREDERICK PARKER. (L.S.)