CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF WHEEL CARRIAGES AND ENGINES MOVED OR RETARDED BY ANIMAL OR MECHANICAL AGENCY, PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE TO OTHER LIKE PURPOSES
Year: 1846

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
BRIDGES ADAMS, of Old Ford Lane, in the County of Middlesex, Engineer,
send greeting.
WHEREAS Her present Majesty Queen Victoria, by Her Royal Letters
Patent under the Great Seal of the United Kingdom of Great Britain and
Ireland, bearing date at Westminster, the Twelfth day of November, One
thousand eight hundred and forty-six, in the tenth year of Her reign, did,
for Herself, Her heirs and successors, give and grant unto me, the said
William Bridges Adams, Her especial licence, that I, the said William
Bridges Adams, my executors, administrators, and assigns, and such others
as I, the said William Bridges Adams, my executors, administrators, and
assigns, might agree with, and no others, from time to time and at all
times during the term of years therein expressed, should and lawfully might
make, use, exercise, and vend, within England, Wales, and the Town of
Berwick-upon-Tweed, and in Her said Majesty's Islands of Jersey, Guernsey,
Alderney, Sark, and Man, and in all Her said Majesty's Plantations, British
Colonies, and Possessions abroad, my Invention of "CERTAIN IMPROVEMENTS IN
THE CONSTRUCTION OF WHEEL CARRIAGES AND ENGINES MOVED OR RETARDED BY
ANIMAL OR MECHANICAL AGENCY, PARTS OF WHICH IMPROVEMENTS ARE APPLICABLE
TO OTHER LIKE PURPOSES;" in which said Letters Patent there is contained a
proviso obliging me, the said William Bridges Adams, by an instrument in
writing under my hand and seal, particularly to describe and ascertain the
nature of my said Invention, and in what manner the same is to be performed,

page_text: and to cause the same to be enrolled in Her Majesty's High Court of Chancery
within six calendar months from the date of the said Letters Patent.
NOW KNOW YE, that in compliance with the said proviso, I, the said
William Bridges Adams, do hereby declare that the nature of my said Inven-
tion, and the manner in which it is to be performed, is described and ascertained
as follows, and by the aid of the two Sheets of Drawings hereunto annexed,
with letters of reference and descriptions thereon, that is to say :-
Respecting that part of my improvements which relates to the construction
of wheel carriages-
Firstly, an improved construction of the kind of wheel carriage commonly
called omnibus for passengers, which may be moved or drawn by one or
more horses. The front wheels are larger in diameter than usual in omnibuses,
but aro, nevertheless, enabled to turn or lock in consequence of the pivot or
perch bolt being placed so far behind the central line of the front axle as to
cause such an eccentric movement of the wheels in turning or locking as to
avoid striking the body. The entrance door behind and the central part of the
roof are higher than the two side parts of the same roof, the height within
the said central part and in the doorway being sufficient to permit an ordinary
sized person to pass (without inconvenient stooping) along the interior, the
height of the two side parts of the roof over the seats for the
passengers inside
being as usual. The central raised part of the roof, which thus affords con-
veient height for head room along the centre inside, also forms convenient
seats for passengers on the outside, with their feet upon the low sides of the
roof. Ventilation can be effected by openings in the front end, or in the
sides of the raised central part, or in the upper part of the door. A greater
number of passengers can be seated outside with convenience, and such an
omnibus will occasion less labor to the horses than usual in proportion to
weight, by reason of its larger front wheels. And for the purpose of retarding
such omnibus while descending a hill, or to assist the horses while stopping
suddenly, a brake or clog is applied to one or both the hind wheels, which the
conductor (without descending from his place behind) can bring into action to
press against the exterior circumference of the wheel or wheels. The front
end of the pole is furnished with a broad buffer or stuffed cushion, or shield
elastic or non-elastic, fixed firmly or swivelled to the pole in order to diminish
the force of any collision that may take place therewith.
Fig. I. Sheet I. of the Drawings herennto annexed, is a lateral elevation of
such an omnibus; Fig. 2, an elevation of the binder end; and Fig. 3, a
horizontal plan of the under carriage; Fig. 4 shows the pole with a buffer
cushion or shield at the front end. A represents the position of the perch bolt,

page_text: situated seven and an half inches behind the central line of the front axle, the
Front wheels being four feet in diameter. B represents the raised central part
of the roof, forming the seats for outside passengers. C are foot boards
extending along each side of the roof. E is the brake fastened at the lower
end of a lever a, b, x, whereof the centre of motion is at the end of an iron
axle F, which is firmly attached to the body and secured thereto by stays, and
that end of F on which the lever is mounted projects out horizontally to the
Proper position for the brake E to be applied to the circumference of the hind
wheel whenever required, which is done by the conductor pressing his foot
upon a pedal at the end of a horizontal arm a of the lever, or he may apply his
and to the upper end 6 of the lever, or he may use foot and hand together.
Note. A screw may be applied to bring the brake into action, when a handle on
the end of that screw is turned by the conductor, such screw acting either at
the front part of the hind wheel directly on the brake E, or acting on any
suitable part of the lover which carries the brake; and the brake may be
brought into action by the driver of the omnibus in front by means of a pedal,
disposed within reach of his foot, and connected by a rod, or chain and pulley
(or other suitable means of connection), with the lever of the brake, or other-
wise connected therewith. And the brake may be applied at the front part of
the hind wheel instead of at the hinder part thereof, and be actuated either by
the conductor or by the driver.
Secondly, my improvements in the construction of laminated or plated
springs for wheel carriages. The form usually given to the present steel
plates for such springs, is either a curve, as shewn at Fig. 5, Sheet I. or else a
straight form, as shewn at Fig. 6; and such springs have a tendency to break
across the bolt holes at their mid-length. Part of my improvements in springs
is shewn at Fig. 7, wherein the several plates are formed with a bend at or
near to the mid-length, where the fastening clips will be applied, leaving the
romainder of the length of the plate straight between the clips and the
bearing extremities of the plates. When the load is placed on a spring
composed of plates so formed, the straight parts thereof will bend into two
separate curves, as shewn by the dotted lines, Fig 7, the ends of the short
plates working in the hollow sides of those curves. Such springs will carry a
greater load than ordinary springs of the same weight, and will have less
tendency to break. Fig. 8 shews a double spring, being two springs of the
aforesaid kind combined together, their ends being connected by coupling links
and rolled eyes. In case the springs have to perform the traction of the
wheel and axle, the ends of the main or back plates of each spring are bent
down, as shewn in Fig. 8. Such, double springs are very suitable for the
a

page_text: front part of an omnibus or for any other horse carriage. Another part of my
improvements in springs is to form the plates of steel thicker at the middle
parts of their breadth than at the edges thereof, which may be done by rolling
the steel to either of the forms shewn by the cross sections, Figures 9, 10, and 11.
The contact between such plates when put together to compose springs will be
at the middle parts of the breadth of the several plates. In Fig. 11 the
middle and thickest part of the breadth of the plates is concave at one side and
convox at the opposite side; such plates when put together will fit one over
the other and prevent lateral deviation, so that the slots and studs used in
ordinary springs for preventing lateral deviation may be dispensed with.
Another part of my improvements in springs relates to those formerly invented
by me, and which are commonly called bow springs, and which have hitherto
been single plates of steel. I now combine two plates together, as shewn in
Figs. 12 and 13, where A is the single plate hitherto used, with an eye at
each end of it, and B the additional plate applied to the inside of A, with the
two ends of B abutting against the insides of the two eyes of A. Such
compound plates may be applied in any of the modes in which single plates have
hitherto been used for bow strings, and will have greater strength. All the
above-mentioned improvements in laminated or plated springs are applicable
to wheel carriages of any kind wherein springs are used, including locomotive
engines and tenders; and are applicable to any manner of using springs in
such carriages, engines, and tenders.
Thirdly, another part of my improvements in springs I term disk springs, being
formed of circular disks of steel plato, dished or rendered concave, and put together
in pairs with the concave sides together; and as many of such pairs as may be
*required are mounted on a straight rod passing through a hole at the centre of
each disk. Fig. 14 is a flat view, and Fig. 15 an edge view of one of the said
disks or circular plates of steel plate, with a circular hole at the centre. A
portion of the plate is wanting, having been removed by cutting along two
radial lines from the circumference to the central hole, whilst the circular plate
was flat, and the plate was then dished or formed into a very obtuse cone, as
in Fig. 15. The steel being afterwards hardened and tempered in the usual
manner for steel springs, forms one plate of my disk springs, the elasticity
of which will be operative to react against any force of pressure which may
become operative to depress the conical form to (or approximate it towards) a
plain surface. To apply such a disk spring, it has a rod passed through its
central hole, with a flange or projection on the rod to apply around the
central hole at the convex side of the disk, and the disk being supported by
applying its circumference against any fixed flat surface with the concave side

page_text: of the disk towards that surface, then such rod being pushed or pulled with
endway motion by any force, in the direction from the convex side of the disk
towards the said fixed flat surface, such motion and force will tend to flatten
the disk, which will react by the elasticity of the steel, to give a contrary
motion to the rod when the said force is diminished or removed. The above
is an illustration of the action of one plate of my disk springs. Or two such
plates may be combined together as a pair, with their concave sides one
towards the other, and their circumferences in contact. The aforesaid rod
passing through the central holes of both disks, with its aforesaid flange
or projection applying around the central hole of the convex side of one disk,
and the central part around the hole of the other disk applying against the
aforesaid fixed flat surface. Note.-When two plates are so combined together
as a pair (with their concave sides one towards the other), one of such plates
should be somewhat larger in diameter than the other plate, in order that the cir-
cumference of the smaller plate may have a suitable bearing somewhat within the
circumference of the larger plate, or a flat circular plate of the aforesaid larger
diameter may be interposed between the two disks of the pair, which disks may
in such case be equal in diameter, but both somewhat less than the diameter of
the said flat plate. These are the simplest modes of using one plate, or one
pair of plates, of my disk springs, which simple modes are applicable in place
of other ordinary and well-known forms of steel springs for various purposes,
like to the use of springs in wheel carriages of any kind wherein springs are
used, including locomotive engines and tenders, and are applicable to any
manner of using springs in such carriages, engines, and tenders. But the
application of my said disk springs to wheel carriages will in general require
several such disks or pairs of disks to be combined together by a multiplica-
tion of the simple mode or modes already described. See Fig. 16, Sheet II.,
which explains how three or more pairs of my said disk springs may be
applied in substitution for the bearing springs commonly used in wheck
carriages: A, B, C, are three pairs of the disks, but may be a greater or lesser
number. The dotted lines D shew the place of a straight rod passing through
their central holes, as already described, the rod in this case being vertical; the
upper end of it is firmly fastened to that part E of the frame of the carriage
which is to be borne by the application (now describing) of my disk springs to
that said part E, the lower end of the same rod D being secured in its vertical
position by suitable stays G. The uppermost pair of disks A applies beneath
the said part E of the frame, and the lowermost pair C applies upon the
axletree H, and thereby the three pairs A, B, C, bear the weight of E. The
rod D
passes through the axletree H, so as to retain the same in due place,
:

page_text: but allowing the rod D to move endways up and down through the axletree H'
which may have a tube socket I fastened to it and fitting on the rod D, that
socket reaching down below the axletree, the said socket being fastened into
the hole through the axletree H, with some small liberty of motion therein,
but no liberty of moving upwards and downwards therein. Figs. 17 and 18
shew the vertical rod D; (or a rod answering the purpose thereof) may be fitted
to the frame of the carriage, so that the said rod will have liberty of endway
motion up and down, through suitable sockets in the said frame, for guiding
the upper part of the rod D, and in the stays before mentioned for guiding the
lower part d thereof. The axletree H in this case passes across through an
opening in the middle enlarged part of the rod D, and is fastened into that
opening, but with liberty of some small motion therein. The pairs of disk
springs are to be mounted on the upper part of the rod D in the manner
already described, the uppermost pair applying beneath the frame of the
carriage, and the lowermost pair applying upon the enlarged part of the
rod D. Note. Although H, Figs. 17 and 18, has been mentioned as an
axletree (which implies that it does not revolve), it may be a revolving axle;
the bearing or box of such revolving axle being fastened into the opening
through the enlarged part of the rod D, but so as to have some small liberty of
motion therein. Figure 19, Sheet I., shews my disk springs applied on the
buffer rod of a railway carriage, which rod is marked d, and may be solid or may
be made hollow for lightness; it has three or more pairs of disks a b, cd, ef,
mounted upon it, a flat circular plate g being interposed between the two disks
of each pair. R. is the buffer head on the extreme end of the rod d, and S the
socket fastened to the woodwork W of the carriage for the rod d to slide
through; and further, such disk buffer springs (or any other ordinary kind
of buffer springs) may be used in combination with an air chamber or cylinder
T, the end of the buffer rod d having a piston V fitted into that cylinder either
closely or with a slight windage; if fitted closely, a small hole
is left open
near each end of the cylinder T to permit the included air to make its cscape
from one end of the cylinder and its entrance into the other end thereof, but
in doing so the air will cause a considerable resistance to any sudden motion of
the piston V in its cylinder T when the buffer rod is struck violently, without
causing any sensible resistance to any easy or gradual motion of the piston.
When the piston is driven to the end of the cylinder, the several pairs of disk
springs a b, c d, f, will have become flat (or nearly flat), but by their
elasticity will strive to regain their conical form, and the air having to refill
one end of the cylinder T, and to make its escape from the other end thereof as
fast as the recession of the piston V requires, can only do so through the small
y

page_text: holes y, and in entering through one of them and escaping through the other
will prevent any violent reaction of the buffer springs. The windage of the piston
will answer the same purpose without the holes y, which holes or windage may
be regulated at pleasure so as to increase or diminish the aforesaid modified
resistance of the air. The disks for railway buffer springs may be about
fifteen inches diameter, the steel plate being about one eighth of an inch thick,
and the central part of each plate raised one inch and three quarters or two
inches from the original flat state. Such a plate will require the force of
about fourteen hundredweight to press it flat, and it will resume its conical
form when permitted, and according as more collapsing space may be required,
so a greater number of the said circular plates may be used, and the com-
bining of them in pairs with their concave sides together, and multiplying
those pairs as aforesaid, will in most cases be the best mode of obtaining any
required extent of motion, and instead of single plates of steel for each such
disk, two or more similar circular plates may be combined by applying them
in contact one within another, the innermost being smallest in diameter. The
resisting force of such compounded plates will be greater than aforesaid. And
instead of cutting away only a small portion of the flat circular plate, as already
described and shewn in Fig. 14, any larger proportion may be removed as
may be desired, even to the extent shewn by Fig. 20, Sheet I., or an oval
form may be used; or, instead of bending up each steel disk to a conical form
as aforesaid, it may be bended into a domed shape; or instead of circular or
oval plates as aforesaid, the plates may be of the form shewn at Figs. 21 and
22; the rod on which they are mounted being of a flattened shape to suit
the central hole ✗, and prevent the plates turning round about the rod.
Such plates are to be bended from flat to the arched form, Fig. 22, and the
ends y and z of each plate are the acting parts which come into contact with
the corresponding ends of other like plates, when such plates are put together
in pairs with their concave sides one towards the other, in the manner already
explained respecting circular disks. Or the said ends, y and s, of the two plates
for each pair, may be notched and toothed to interlock and keep those ends
in their intended relative position, in which case a round rod may be used. Or,
instead of one rod passing through the central holes of such plates, two parallel
rods of circular or other form may be used with corresponding notches in the
two edges of each plate, as shewn by red semicircles, w, in Fig. 21, in
which case the plates do not require to have central holes; and my disk springs
aforesaid (including Figs. 20, 21, 22,) may be used in place of ordinary
traction springs, as well as for bearing springs or buffer springs in railway
carriages or waggons. Also such springs may be applied in the manner of:

page_text: traction springs to the side or safety chains of railway carriages or waggons, in
order to moderate the force of the snatches to which such chains are occa-
sionally exposed, and whereby they are liable to be broken. The springs for
such traction chains may be about six inches diameter by about one eighth of
an inch thick.
Fourthly, another part of my improvements relates to the buffer and
traction rods of railway carriages, which I make hollow of welded iron tubes,
whereby they will be lighter than the solid iron rods heretofore used, but
sufficiently strong. Fig. 19, Sheet I., shews such a hollow buffer rod d, d,
which has been already mentioned. One end of the tube d, d, may be well
fitted into a groove turned in the iron plate m, m, to which the buffer wood R
is attached. The other end of the tube d, d, being fitted in like manner to the
piston V, and a long bolt n passing through the centre of the tube, with a
head at one end and a nut screwed on at the other end, will confine the
whole together. In case the piston V is not used, then a mere washer is
to be fitted to that end of the tube d, d, which in such case may be prolonged,
as shewn by the dotted lines o, o, so as to pass through another socket in the
woodwork W', or the tube may be so prolonged when the piston V is used,
the piston being in that case fastened upon the mid-length of the tube by any
suitable cross key; and buffer springs of any suitable kind (including my disk
springs) may be applied at the extreme end of the prolonged tube o, o, in
substitution for or in addition to my disk springs a b, c d, ef. Note.-The
end of the tube d, d, may be fastened to the iron plate m, m,
brazing, or screwing, if preferred, and the bolt n may be omitted.
by welding,
Fifthly, another part of my improvements relates to wheels for carriages to
be moved by animal agency, the wheels having elasticity in their spokes, in
order that they may operate to a certain extent as bearing springs for giving ease
of motion to the carriage. Fig. 23, Sheet I., is a section of a wheel, and Fig. 24
a cross section of the spoke therefor made of wood. And whereas the spokes
of wheels have heretofore been disposed in the wheel with a greater breadth of
wood in the direction from the back to the front of the wheel than in the
plane of the wheel, I reverse this practice and dispose the spokes with their
smallest breadth of wood in the direction from back to front. The cross
sectional form of the spoke may be similar to that of an archer's bow, as in
Fig. 24; the wheel with such spokes to be made with a considerable disk or
cone, or dome form, as shewn in Fig. 23, so that the plane of the fellies may
project even beyond the end of the axle or nave hoop. In applying such
wheels to carriages I prefer to have the axle arm horizontal, so that the
fellies of the wheels will be vortical pianes, but their spokes will not be vertical,

page_text: but will be considerably out of the said .vertical planes, whereby the spokes
will concur to act by the elasticity of the wood as springs in relieving
concussions.
Sixthly, another part of my improvements relates to the construction of
axle boxes for railway carriages, to diminish the effect of lateral concussions
which may result from occasional rubbing of the wheel flanges against the
rails, and also to diminish the wearing away of the axle bearings endways by
friction at the shoulders of the axles from the same cause. The axle box
being as usual, with a vacant space at the end of the axle box opposite
to the extreme end of the revolving axle, (that space being about half an inch
or more,) I insert therein a piece of hard wood, or metal, or leather, or other
suitable substance, to be opposite to and in contact with the whole surface of
the end of the revolving axle for affording an endway bearing thereto, instead of
depending upon the shoulder of the axle for such endway bearing; see Fig. 25,
Sheet II., which is a longitudinal section, and Fig. 26 a transverse section of
one end of an axle, and the box therefor, A being the bearing part of the
axle, and B the bearing part of the box C. Fig. 25 is the said substance
which I apply as aforesaid opposite to the extreme end of the revolving axle A
to form the endway bearing therefor; that end of the axle and the corre-
sponding surface of C must be kept well greased or oiled. The usual shoulder
of the axle is not to form the end bearing.
Another part of my improvements in axles for railway carriages, and the
boxes therefor, is to permit of endway movement of the axle boxes in the
direction of the length of the axle, according as the wheels may require, in order
to avoid forcible rubbing of the flanges of the wheels against the sides of the
rails, see Figs. 17 and 18, which have been already described, but for another
purpose, H being in that case mentioned as an axletree, but is now to be
considered as representing the end of the revolving axle, and K the box
bearing thereon; that box K is fitted into the opening in the enlarged part of
O the vertical rod D, d, so as to permit of the box K moving a small distance
transversly within the said opening in the direction of the length of the axle.
The extreme end of the axle H is enlarged with a prominent flange, which is
received in a corresponding cavity of the box K, so as to compel that box to
accompany. the axle H in all endway motion thereof, such endway motion of
5 the axle being permitted by transverse motion of the box K within the opening
in the rod D, d, the extent of which transverse motion is limited by projecting
flanges x, x, of the box K. The upper and lower ends of the rod D, d, are
retained in a vertical position by suitable guides, as already described, which
permit of endway motion of the rod D, d, up and down, but prevent any

page_text: deviation from the vertical during that motion, and the rod D, d, being so
guided becomes a substitute for the forked axle guards or guides commonly
used in railway carriages, but with the new property of allowing the said
transverse motion of the box within the opening in the rod D, d, in order that
the box may be able to accompany the axlo in all endway motion thereof that
the wheels may require it to have. The upper end of the rod D applies
to bearing springs, which sustain the weight of the carriage, and which
springs may be of any suitable kind, which have been or may be used as
bearing springs, including my disk springs and bow springs herein-before
described. In case of disk springs being used, the rod D will pass through
their central holes, the lowermost of the disks bearing upon the enlarged
part r.
Another part of my improvements in axle boxes or bearings for railway
carriages is, to extend the bearing part of the axle box over the greater part of
the length of the axle, between the wheels, or over such parts of the said
length as aro not required to be left free for some other purpose, (as for
instance for the excentrics in locomotive engines). The axle is truly turned
and made smooth, and the box (which is a long cross bar extending over the
axle) must contain suitable metal fitted to the axle for bearing thereon, over
the greater part of the length as aforesaid, or at the intended places thereon.
With this arrangement, tho bearing springs may conveniently be increased in
number by applying them over the said long cross bar (which is the box), so
as to distribute their bearing force in the space across the width of the
carriage. This is explained by red lines in Figure 41, Sheet II., which is an
end view of a locomotive engine, to which this part of my improvements
is applied, (but it is equally applicable to any kind of railway carriage,)
Fig. 27 being an end view of the axle box with its guide. The springs are in
this case represented as disk springs, which are disposed at a, b, c, Fig. 41,
beneath a strong cross bar E, E, of the engine (or of the carriage), and above
the long axle box B, so as to be interposed between E and B. The said disk
springs being in such number as may be requisito according to the weight they
are to bear, and they may be disposed in two or three rows across over the
box B, the disks in cach such row being interspaced. The setting screws for
adjusting the force of the springs will apply upon each end of the cross bar
E, E, as shewn at n, n. To prevent any sudden rebounding upwards by
reaction of the bearing springs, counter springs may be applied beneath the
box at each end, as shewn at p, Fig. 27.
Seventhly, another part of my improvements in the construction of wheel
carriages is to use laminated plates of metal (such as iron or zinc), which

page_text: lates are prepared by being corrugated or fluted, and are used to form panels
n carriages for railways and common roads, in cases when it may be desirable
to use plates of metal for panels. The corrugation into parallel flutes gives
greater stiffness to the metal, which may therefore be thinner than if the like
sheet metal were to be used plain without corrugation; such corrugated panels
may be fastened in the framework of the carriage by nails or by screws, or by
being inserted into grooves as usual. Corrugated sheet iron is well known, and
commonly used for roofing, and occasionally for other purposes in building.
The corrugations or flutes for such panels should be narrow and close together,
so that grooves of half an inch, or a quarter, or less, will admit the edges of
the panels.
Eighthly, another part of my improvements relates to brakes for retarding
the motion of carriages which are impelled by mechanical agency on railways.
In place of brakes to be applied to the wheels as usual, the brakes are to be
applied to the rails so as to slide thereon, with such side flanges on the brakes
as will keep them in place laterally on the rails. Fig. 28, Sheet II., is a lateral
elevation of such a brake E when in action on the rail R, being pressed down
thereon by concurrent action of two levers F, F, to the lower ends of which
the brake E is jointed. The axles or centres of motion a, a, of those levers
F, F, are fastened to a long horizontal bar D, which extends beneath the
carriage, with its two curved ends applying beneath the axles H, H, or beneath
the inner bosses of two of the wheels. The upper ends of the two levers
F, F, are jointed to a rod G, which is connected by means of a bell crank or
elbow lever with an upright screw, having a handle on the upper end as usual,
which may be turned round by the guard or conductor, so as to draw the rod G
endways and move the two levers F, F, and bear the break E forcibly down
upon the rail R, as in the Figure, in order to cause friction by sliding on the
rail, and thereby retard and stop the motion of the carriage, the contact of the
curved ends of D beneath the axles or the bosses H, H, affording the requisite
reaction to the pressure wherewith the bar E is so borne down on the rail.
The two ends of the brake E are turned up to curved forms m, m, and these
curved parts m, m, have flanges to apply to the sides of the rails, which curved
ends and flanges m, m, resemble portions of the rims of the wheels, and are
therefore adapted to pass along the rails, and to pass tongues or points thereon
5 in the same manner as the wheels would do, except as to sliding along the
rails, instead of rolling along the same. The pressure of the brake E on the
rail R will depend on the force applied by the screw, which force may
be continued until both wheels are lifted off from their contact with the rails,
and all the weight which those wheels bore (and also the weight of those
O wheels and their axles) will be borne on the brake E to slide along the rail in

page_text: the manner of a sledge, the aforesaid flanges m, m, keeping the carriage from
running off the rails. When the screw is turned back it will push the rod G
endways back again, until the levers F, F, and the brake E and the long bar
D resume their positions, shewn by dotted lines, so as to be wholly out of
action. In moving towards such positions, the bar D descends until its
curved ends quit contact with the axles or naves II, and then the bar D
becomes suspended from the carriage by the hanging links d, d, and after that,
in moving farther towards the dotted positions, the brake E becomes lifted off
the rail R. Another such brake as E, with levers F, F, and long bar D, may
be applied at the opposite side of the carriage to act on the other rail. The
same screw may bring both into action.
Ninthly, another part of my improvements relates to wheel carriages, to be
moved by mechanical agency on railways, and is for diminishing oscillatory
motion of such carriages by uniting together two or more carriages, with four
or six wheels each, so that they will operate as one very long carriage with
eight or twelve wheels (or more) when travelling; but the several carriages
can be readily separated one from another when required for convenience of
turning on turn-tables, or for repairs. The ends of the carriages being made
to fit one to another are to be so united, end to end, either by screw bolts with
nuts, which can be withdrawn when it is required to separate the carriages,
or still more conveniently by suitable iron fastenings. Fig. 29 is an elevation,
and Fig. 80 a plan of the end parts of two carriages of the kind commonly
called railway waggons, shewing the junction of those end parts. A is the
horizontal transverse timber usually called headstock at the extreme end
of one carriage, and B the corresponding headstock of the other carriage.
Each headstock is framed as usual to the side timbers C, C, and D, D, and
reinforced by suitable iron knees, as shown in the Figures. The two head-
stocks A, B, apply one to the other, and are united at each end by horizontal
screw bolts a, a. The corresponding cross rails E, F, Fig. 29, at the upper
part of the carriages, also apply one to the other in like manner, and are united
at each end by other similar horizontal screw bolts, one of which is seen at B.
Fig. 31 is an elevation, and Fig. 32 a plan of the end parts of 'two` railway.
carriages, which ends are suitably made for fitting one to the other, as already
explained, but with dowel pins f, f, in one headstock to enter into corresponding
holes in the other, and retain the carriages in due relativo positions. They are 3
held together by means of coupling irons G, H, each firmly bolted to the sido
timbers C and D of the carriage to which it belongs, ono iron G ending with
a forked joint to receive the lower end of a lever I with a cross pin, which is
the centre of motion of that lover, and the short curved arm i thereof is
suitably formed for clasping over a pin across a similar fork at the en:1 of the 4

page_text: other iron H, so as when the lever is horizontal (as shewn by dotted lines J)
to permit the two carriages to be separated or to be brought together, and then
on turning the lever I towards its upright position, the curved form of its short
arm i will clasp over the said pin in H so as to gather in and draw the two
carriages very forcibly together, end to end, by the power of the lever, and to
hold them so whilst travelling. The lever is retained in its said upright
position by a stop or stud pin at k, or by any other suitable means of retaining
it. Note.-The construction of the aforesaid iron fastenings G, H, I, i, are
only described by way of example, but may be greatly varied and the same
purpose attained, viz., a firm union of the adjacent ends of the two carriages,
with facility for separating them one from another when required. And other
fastenings may be applied at the upper parts m, n, Fig. 81, of the two car-
ringes, if desired; and note, there may be open doorways (d, d, Fig. 32) at those
ends of the carriages which will be adjacent when they are united for affording
internal communication from one carriage to another, so that the interiors
of both will form one saloon; but doors may be provided for separation into
distinct compartments when desired. United carriages of the aforesaid kind,
Figs. 29, 30, and 81, 82, may be mounted on any kind of bearing springs
commonly used, but I recommend bow springs as being preferable, because
the most elastic and capable of yielding laterally; see Fig. 35, which is an
elevation of the lower part of two four-wheeled. carriages with bow springs,
which carriages are united together in order to act as one long eight-wheeled
carriage would act. The adjacent ends of the two carriages are there repre-
sented as being united by horizontal bolts, in the manner already explained in
reference to Figs. 29, 80, except that a cross key or cotter is represented in
Fig. 85 for fastening each bolt instead of screwing a nut thereon. And
whatever kind of bearing springs may be used for the carriages which are to
be so united as aforesaid (Figs. 29 to 32, and 35), the axles of their wheels
must have sufficient liberty of transverse or endway motion in the direction of
their length to qualify the united carriages for passing such curves as there
may be on the line of railway. In axle boxes of the ordinary construction,
with forked axle guards or guides, the requisite endway motion may be
allowed at the shoulders of the bearing parts at the two ends of each axle;
and with bow springs, as in Fig. 85, their lateral yielding will afford a sufficient
endway motion of the axles to suit moderate curves on the line of railway.
Or endway motion of the axles may be allowed by adopting so much of the
sixth part of my improvements as is herein-before described in reference
to Figs. 17, 18, for permitting endway or transverse motion of the axle box
within an opening through an upright guide rod, which is substituted for an

page_text: ordinary forked axle guide. Or for carriages which will be required to pas
more sudden curves on a railway, the several carriages instead of being
united rigidly end to end, as aforesaid (Figs. 29 to 32, and 85), may b
jointed together with liberty of some flexure laterally, but no liberty of flexur
in a vertical direction; see Fig. 38, which is an elevation of two four-wheeled
railway carriages coupled together, end to end, by a vertical hinge joint at the
middle of the breadth of the two carriages, as shewn by the horizontal plan
Fig. 84, so that the two four-wheeled carriages so coupled will act as one long
eight-wheeled carriage would act whilst travelling, but with the advantage of
the coupled carriages being able to bend laterally at the middle of the length as
may be required for accommodating the wheels to lateral curves of the rails.
There is one hinge joint Y, Z, fastened to the middle parts of the length of the
two headstocks or lower cross rails, and another corresponding hinge joint y, z,
fastened to the upper cross rails, the same joint pin serving both joints, being
a long upright bolt r, and which being withdrawn will allow the two carriages
to be separated. This mode of coupling the carriages by jointing retains
them always in the same straight direction as they appear in Fig. 33, without
permitting them to assume any flexure in a vertical direction. To prevent
unnecessary motion of lateral flexure about the said joint, springs of any
suitable kind may be applied between the ends of the carriages at each side
thereof, as at R and S, Fig. 34, so as to act with a constant tendency to
force the carriages asunder; and when the pair of coupled carriages have to
bend laterally in order to pass along curved parts of the rails, the said springs
at one side will be compressed and those at the opposite side will be allowed
to extend. The action and reaction of such springs will give the coupled
carriages some tendency to resume and maintain their proper straight line,
one with the other, when travelling along straight parts of the line of rails.
And note, although only two four-wheeled carriages are represented to be
coupled together in Fig. 88, three, four, or more such carriages may be so
coupled by jointing one at the end of the other, as may be desired. And
although it is not intended to couple together carriages having less than four
wheels by jointing, as in Figs. 38, 34, nevertheless two or more carriages having
six wheels may be so coupled by jointing, the several carriages so coupled by
jointing, whether four or six wheeled, being each one properly adapted as usual
for passing the curves on the line of rails. If each carriage travelled thercon
alone, then the coupling of two or more such carriages, one at the end of
another, by jointing, as in Figs. 33, 34, will not cause any additional difficulty
in passing the curves, because of the lateral flexure that the jointing will
permit the coupled carriages to assume when required.

page_text: Tenthly, another part of my improvements in the construction of wheeled
Carriages to be moved by mechanical agency is for the purpose of enabling
the wheels of such carriages to arrange themselves beneath the carriage
suitably for passing along curved parts of the line of railway. Fig. 86 is a
Erizontal plan of the under framework of two four-wheeled carriages, which
are rigidly united together end to end, in the manner already explained in
reference to Figs. 29 and 80; or they might be so united in the manner
already explained in reference to Figs. 81, 32, but the two being in either
case so rigidly united as to act in the same manner as a long eight-wheeled
Carriage would act whilst travelling. The carriages have bow springs, as
represented in Fig. 35, already referred to; but for another purpose such bow
springs do not require axle guards, the axle boxes being attached to and kept
in place by the bow springs. The couplings at the ends of the bow
springs A, A, for the wheels B, B, are fitted for sliding freely upon two
parallel horizontal cross bars D, D, which extend across the framework and
have their ends fastened thereto, and by such sliding the lateral action of the
flanges of the wheels B, B, against the side of the rail will cause a correspond-
ing lateral motion of the wheels B, B, in the direction across the width of the
carriage in the lengthway of their axle F, such lateral motion taking place in
the same manner as it would do if end-play of the axle were allowed between
its shoulders and the ends of the axle boxes, the sliding motion of the couplings
of the bow springs A, A, on the cross bars D, D, having the same effect as
such end play would have for facilitating the passing of the carriages along
curved parts of the line of rails. The wheels G, G, Fig. 86, at the end of the
united carriages, are applied so that as much of the said lateral motion in the
direction of the length of their axle H as they may require to have when the
carriage is passing along curved parts of the railway, will be communicated
to them by the oblique direction that the traction rod I, i, will then assume,
for one end i of the said traction rod I, i, is attached to the framework of the
carriage by a joint, or the said joint may be attached to the framework by
intervention of a traction spring, and the other end I of the rod I, i, passes
through a slot in the headstock or foremost cross piece K of the framework,
so that the rod I, &, is at liberty to assume an oblique direction, according as
the traction of the preceeding carriage of the train may incline it to assume
when running along a curved part of the line of railway. The couplings at
the hinder ends h, k, of the springs k, l, h, g, for the wheels G, G, and their
axle II, are loops or links which do not confine those hinder ends of the
springs from moving with a small extent of advance forwards or retreat
backwards beneath the framework of the carriage; and the foremost ends g, b,

page_text: of the same springs are coupled to sockets which are adapted for sliding
along curved rods m and n, which are fastened beneath the framework, the
direction of such sliding of the two sockets being with contrary obliquities at
the same time. The said sockets, to which the foremost ends g and 2 of the
springs are thus coupled, are moved by means of a horizontal cross link P,
which connects the two sockets together, and will oblige them both as well as
the ends 9, 1, of the springs to slide together along their respective oblique
rods m and n. The said cross link p has a fork projecting from the middle
part of its length to embrace the traction rod I, i, which, whenever it assumes
an oblique direction to the lengthway of the carriage, as already mentioned,
will act upon the cross link p, and thereby cause the two sockets at the
foremost ends g, l, of the springs to slide along their respective curved
rods m and n both together, and in consequence of the contrary obliquities of
those rods m and n, one spring and the axle box which is attached to it will
be advanced forwards a small quantity in respect of the lengthway of the
carriage, whilst the other spring and axle box will be retrograded an equal
quantity backwards, so as by concurrent action of such advancing and retro-
grading to incline the axle H at a small angle from the usual direction of
square across the lengthway of the carriage; and at the same time .the
wheels G on the said axle are also moved laterally, or in the direction of the
lengthway of their axle H. The said angular inclination of the axle H and
lateral motion of its wheels G, G, which are so given simultaneously, will
greatly facilitate the passing of the carriage along curved parts of the line of
rails. The two carriages which are united in Figs. 35, 36, are to be both alike
as to the arrangements of their wheels, as above described; that is to say,
the wheels Y, Fig. 35, are to be arranged in the same manner as the wheels B
already described, suitably for those wheels B and Y moving laterally in the
direction of the lengths of their respective axles as the curve of the rails may
require them to do, and the wheels Z, Fig. 35, are to be arranged in the same
manner as the wheels G already described, suitably for those wheels G and Z
being moved laterally in the direction of the lengths of their respective axles,
and at the same time their axles being moved with a small extent of angular
motion, which, as well as the said motion laterally, is derived from the obliquity
assumed by the traction rod I, i, in passing along the said curve of the rails.
Fig. 37 is a side elevation, and Fig. 38 a plan of the under framework of
two four-wheeled carriages which are rigidly united together end to end, the
same as already explained in reference to Figs. 29, 30, and 31, 32, also 35
and 86. But in Fig. 37 the two pair of wheels G, B, and Y, Z, for each
carriage are disposed with their axles almost as near together as the size of

page_text: the wheels will permit, so as to be just sufficient for sustaining each carriage
when detached from the other whilst at stations for turning on turn-tables
and for repairs, &c., but not for travelling on the rails. It is only when the
two carriages are united to form one long eight-wheeled carriage, Fig. 87, that
they are fit for travelling, and then although there are eight wheels, the wheels
of each of the two pairs G, B, Y, Z, are so near together that their action in
sustaining the whole carriage whilst travelling will be more in the manner of
& very long four-wheeled carriage, and will pass readily along curved parts
of the line of rails, but possessing, nevertheless, the advantage of the strength
of eight wheels. The axle boxes at the ends of the axles of the several
wheels may have any kind of bearing springs, with forked axle guards
and other accessories, as usual for the axle boxes, axles, and wheels
of ordinary railway carriages. But Fig. 37 represents bow springs, whereof
one pair of plates 1, K, Fig. 87, and one pair of tye links &, t, serve to
sustain the two axle boxes for the wheels G, B, belonging to the same
carriage, v and w being rods extending from one of those axle boxes to the
other; and further, the plan Fig. 38 shews how the axles H and F of the
four wheels G, G, B, B, of each carriage may, if required, be applied beneath
the same, so as to admit of those two axles having a small extent of angular
motion given to them, as already explained respecting the one axle H, Fig. 86,
by action derived from the obliquity of the traction rod I, i, in passing along
curved parts of the line of rails. The chief difference in Fig. 88 from what
has been already explained as aforesaid is, that the hinder ends H and K of
the springs H, g, and K, L, as well as the foremost ends 9, 4, thereof, are
coupled to sockets, which are fitted to slide along curved rods m, M,
and n, N, in a similar manner to the sliding of two sockets on the rods m
and n at the foremost ends only of the two springs, so that there are four
sliding sockets in Fig. 38, instead of two as in Fig. 86, and the curved rods
m, n, and M, N, are portions of one circle, the centre of which is an
imaginary point at the middle of the width of the carriage, and intermediate
between the two axles H and F, so that the angular motion given to the
two axles will take place about that central point, with an action very similar
to what would take place if the four ends of the two springs g, H, and 4, K,
were to be fastened in a truck or under carriage disposed beneath the frame-
5 work of the carriage to sustain the same, and connected therewith by a
vertical pin at the aforesaid central point in a similar manner, whereby the
under or fore carriage of any ordinary four-wheel carriages is connected
thereto by being moveable about its perch bolt, or still more like to the
under carriage or truck with four wheels (commonly called a bogy) which
B

page_text: has been applied for sustaining one end of the boiler of some locomotive
engines (hence called bogy engines). The traction rod I, i, is connected by a
joint (as already explained respecting Fig. 36), and when the train of carriages
is passing along a curved part of the line of rails, the traction rod is drawn
aside into an oblique direction, and by acting on the cross link p, as already
described, causes a sliding motion of two of the sockets along their curved
sliding rod m, n, and at the same time, by acting on the other cross rod p,
causes a like sliding motion (but in contrary direction) of the other two
sockets along the other curved rod M, N, thereby giving the required angular
motion to the axles F and H of the wheels G, G, and B, B, for facilitating
the running of those wheels along the curved part of the line of rails.
Eleventhly, respecting that part of my said improvements which relates
to engines moved by mechanical agency on railways. Fig. 39, Sheet I., is a
side elevation of a locomotive engine of small size and light weight, for
travelling rapidly along a railway by itself, without requiring any tender or
drawing any train of carriages after it, being adapted for carrying a supply
of water and fuel, and for conveying two, three, or four persons for travelling
express, as messengers, or with dispatches. The whole is mounted on four
wheels Q, R, which may be of equal size, Q being the impelling wheels.
The frame D, D, is below the axles, suspended from the axle boxes thereof
by upright rods, with springs thereon, which may be disk springs.
The
frame D, D, may be outside the wheels (as represented), or may be inside,
or may be a double frame, to be both inside and outside the wheels. The
boiler N is cylindrical, as usual, but, has the furnace within it, as well as
numerous tubes. The boiler is fastened into the frame D, D, which is
strengthened by its connections with the boiler; the central line of the boiler
N is not higher than the axles of the wheels, which axles being far enough
asunder and the boiler short, the latter is included between the axles. This
'disposition of the boiler, together with the frame D; D, being low, causes
the centre of gravity of the whole engine to be below the level of the axles.
'The steam cylinders are represented as being fastened to the sides of the
'boiler at C, so as to be within the impelled wheels Q, in which case the
connecting rods must act upon cranks formed upon the axle of those wheels;
but note, the cylinders might be outside the wheels, and the connecting rods
would then act upon crank pins projecting from the central parts of the wheels,
which might, in such case, have a straight axle. A small carriage body H
is applied between the other wheels R, sufficient to contain two, three, or
four persons, the axle of the wheels R. passing across beneath their seat. A
supply of water and fuel is carried at I, beneath the seat for the engine

page_text: driver, with space left between that seat and the end of the boiler for access
to the fire door; and note, although the furnace is mentioned as being within
the cylinder of the boiler N, it may be in a fire box at the end of that
cylinder, as usual in locomotive boilers. Fig. 40, Sheet II., is a lateral
elevation, and Fig. 41 an end elevation of a larger four-wheeled locomotive
engine [for ordinary use on railways; the four wheels (which may be of
equal size) having their axles far enough asunder for the boiler N to
be included between those axles. The real frame D, D, is within the
wheels, but there is also an outside frame L, L, enclosing the wheels and
carrying the buffers 1, 2, at each end (those buffers being represented as disk
springs, herein-before described in reference to Fig. 19). The steam cylinders
are disposed at the sides of the boiler, and the pistons act by their connecting
rods on crank pins projecting out from the central parts of the wheels, as
shewn by red lines in Fig. 41. The wheels Q have straight axles without
cranks; the excentrics are applied on those axles close to each wheel. The
bearings on the axle A are a long axle box B, B, applying over a great
part of the length of the axle, as already explained (together with the mode
of applying disk springs a, b, c,) under the head sixthly, in reference to
Fig. 41 and 27, and need not be repeated. The axle A, A, may be two
separate lengths, one for each wheel Q, meeting end to end at the midway
across, but having no connection one with the other, in order that the wheel
at one side of the engine may be turned round by its connecting rod in-
dependently of the wheel at the other side of the engine, and two steam
cylinders may be applied at each side of the engine, the piston and connecting
rod of one cylinder acting on a crank pin of the wheel Q, and the piston and
connecting rod of the other cylinder acting on a crank pin in the wheel R; or
the wheels Q and R may be coupled by a connecting rod applied to their
crank pins to cause them to go round together, or the steam cylinder at one
side of the engine may operate by its piston and connecting rod on the crank
pin of the wheel Q at that same side of the engine, the steam cylinder at the
opposite side acting by its piston and connecting rod on the crank pin of the
wheel R at that last-mentioned side of the engine.
Twelfthly, another part of my improvements is to apply disk springs, such as
Figs. 14, 15, 20, 21, and 22, for supporting or sustaining the seats in wheel
carriages, and for spring cushions or mattresses to be used or applied in wheel
carriages, in order to give elasticity for the ease of the persons seated, reclining,
or lying on such spring cushions or mattrasses. The disks being of suitable
size and thinness of steel plate, and combined as herein-before described, are to
be mounted on rods passing through their central holes, with stops on the rods

page_text: to limit the extension of the springs; and such disk springs are to be applied in
the cushions or mattrasses in the same manner as springs of curled wire have
been hitherto commonly applied, and which, being well known, do not require
any particular description.
Having now described my said improvements, I, the said William Bridges
Adams, do hereby declare that the new Invention, whereof the exclusive use is
granted to me by the Letters Patent herein-before recited, consists in the
following particulars, namely,―
Firstly, the improved construction of the wheel carriage called omnibus,
herein-before described, and represented by Figs. 1, 2, 3, and 4, Sheet I., of
the Drawings hereunto annexed; the improvement consisting in the disposi-
tion of the perch bolt behind the front axle, to admit of large front wheels
being used without inconvenience in turning or locking. Also the raised
central part of the roof above the sides of the same roof, and the correspond-
ing height of the doorway, for allowing head room in entering into and in
passing along the interior; and also such raised central part forming seats for
outside passengers. Also the application of a brake or brakes to the hind
wheel or wheels, and likewise the buffer or shield at the front end of the
pole, which latter is also applicable to any wheel carriages in which a pole is
used.
Secondly, the improved construction of laminated or plated springs for
wheel carriages herein-before described, and represented by Figs. 7 and 8, also
by Figs. 9, 10, and 11. Likewise for bow springs, by Figs. 12 and 13.
Thirdly, the improved construction-of-springs-for-wheel-carriages or other
like purposes, herein-before described-as-disk springs, and represented in
Figs. 14 and 15, Figs. 16, 17, and 18, Fig. 19, Fig. 20, Figs. 21 and 22.
Also the-vertical-guide rod D, D, in Figs. 16, 17, and 18. Likewise the ap-
plication of an air cylinder and piston in combination with such springs (or
with any other suitable kind of springs) for buffers, as herein-before described,
and represented in Fig. 19.
Fourthly, the improvement herein-before described, and represented by d, d
in Fig. 19, of making buffer rods of hollow iron tubes.
Fifthly, the improved construction of wheels for wheel carriages to be moved
by animal agency with the greatest breadth of the wood of the spokes in the
direction from back to front of the wheel, in order, to give elasticity to the
wheels, as herein-before described, and represented in Figs. 23 and 24.
Sixthly, the improvement herein-before described, and represented by
Figs. 25, 26, for bearing surface at the extreme ends of the revolving axles
of railway carriages. Also Figs. 17 and 18, for permitting endway or trans-

page_text: verse motion of the axle box within an opening through an upright guide rod,
which is substituted for an ordinary forked axle guide. Also Figs. 27 and 41,
for extending the bearing of the axle box over the greater part of the length
of the axle, with bearing springs applied to act over corresponding part of the
length of the box.
Seventhly, the improvement herein-before described of applying corrugated
sheet metal for panels in railway or other carriages, instead of using flat sheet
metal for such panels.
Eightly, the improvement herein-before described, and represented-by Fig. 28,
Sheet II., of a brake for railway carriages, which brake, when in action, bears
downwards on the rail to slide thereon, the upward reaction of such brake
being applied beneath the axles (or the bosses) of the wheels, so as to lift the
wheels off the rails, if required; also the two ends of the brake which apply to
the rail, having flanges to apply to the side of the rail.
Ninthly, the improvement herein-before described, and represented by Figs.
29, 30, 35, and Figs. 81, 82, for railway carriages, by uniting together rigidly
two or more carriages (having four or six wheels each), so that they will operate
as one very long carriage (with eight or twelve wheels, or more,) would act
whilst travelling, and permitting internal communication between the car-
riages so united, if desired, but the several carriages can be readily separated
when required. Also Figs. 33, 84, by coupling together two or more carriages,
not having less than four wheels each (nor more than six wheels each), by
joints which will permit some lateral flexure of the coupled carriages, but no
liberty of flexure in a vertical direction, and with springs applied to regulate
the said lateral flexure.
:
Tenthly, the improvement herein-before described, and-represented-by-Figs.
35, 86, and 97, 88, for railway carriages to be united (as stated-under-the
head ninthly) to enable the wheels of such united carriages to adapt themselves
suitably for passing along curved parts of the line of rails, by allowing liberty of
lateral motion to some of the said wheels, together with their axles, axle boxes,
and springs, such lateral motion being endways in the direction of the length-
way of the axles, and being caused, when required, by action of the flanges
of the wheels against the side of the rail. Or such lateral motion being com-
bined with a slight angular deviation of the direction of the axles from their
ordinary right angles to the lengthway of the carriage, such combined lateral
motion and angular deviation being caused, when required, by the oblique
direction assumed by the traction rod. Also the disposition for the four wheels
of each of the carriages, which are to be united together (as stated under the
head ninthly) with the axles of those wheels near together, and beneath the

page_text: mid-length of each carriage, as in Fig. 87, in order that the long united
carriage may act in travelling nearly the same as if it were upon four wheels,
although really sustained by eight wheels, and angular deviation of the axles
of the wheels being caused, when required, by the oblique direction of the
traction rod.
Eleventhly, the improvement herein-before described, and represented by
Figs. 39, 40, and 41, in engines moved by mechanical agency on railways, of
disposing the four wheels for such engines with their axles far enough asunder
to admit the length of the boiler between them, and the boiler being lower than
it could be if the axles of the wheels were beneath it, the frame being also
below the axle boxes, and having a small body for passengers, and a supply of
water and fuel at the end of the same frame, so as to render the locomotive
engine complete in itself for travelling express. Also applying the force of the
steam pistons to act by suitable connecting rods, to turn one or both the wheels
at one side of the engine, independently of the wheel or wheels at the other side.
Twelfthly, the improvement herein-before described, and represented in
Figs. 14, 15, 20, 21, and 22, of disk springs to be applied to or within cushions
for the seats in wheel carriages, in order to give ease of motion to the travel-
lers seated thereon.
In witness whereof, I, the said William Bridges Adams, have hereunto
set my hand and seal, this Eleventh day of May, One thousand eight
hundred and forty-seven.