CERTAIN IMPROVEMENTS IN IMPULSORIA OR MACHINERY FOR APPLYING ANIMAL POWER TO RAIL- WAYS, WATERWAYS, AND COMMON ROADS, AND TO OTHER MECHANICAL PURPOSES, PART OF WHICH IMPROVEMENTS RELATE TO RAILWAYS AND OTHER CARRIAGES, TO BUFFERS, SPRINGS, BREAKS, AND CHAINS, AND IN THE PROPELLING VESSELS ACROSS LIQUID ELEMENTS
Year: 1852

page_text: LETTERS PATENT to Professor Andrew Crestadoro, of Genoa, in
Italy, but now resident in Adelphi Place, Salford, in the County
of Lancaster, for the Invention of "CERTAIN IMPROVEMENTS IN
IMPULSORIA OR MACHINERY FOR APPLYING ANIMAL POWER TO RAIL-
WAYS, WATERWAYS, AND COMMON ROADS, AND TO OTHER MECHANICAL
PURPOSES, PART OF WHICH IMPROVEMENTS RELATE TO RAILWAYS AND
OTHER CARRIAGES, TO BUFFERS, SPRINGS, BREAKS, AND CHAINS, AND IN
THE PROPELLING VESSELS ACROSS LIQUID ELEMENTS."
COMPLETE SPECIFICATION filed by the said Professor Andrew
Crestadoro at the Office of the Commissioners of Patents, with his
Petition and Declaration, on the 8th October 1852, pursuant to
the 9th Section of the Patent Law Amendment Act, 1852.

page_text: KNOW YE, that I, the said Professor Andrew Crestadoro, do hereby
declare 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 (that is to say):
Most of the vast resources of art and industry depend on improved
machinery. Deprived of proper tools and machinery the power itself
would be of little or no use. Now the nature of my said Invention
refers to the horse and other animals when applied to produce motive
power, and my object is to assist the same animal with more proper
machinery than hitherto has been the case, which machinery is intended
to the purpose of improving the application of animal power to locomo-
tive or other mechanical purposes, and of diminishing toil, and facili-
tating and lessening animal labour without superseding it.
The manner in which the said Invention is to be performed, so as to
obtain the stated object for the stated purposes, consists of certain new
mechanical combinations, forming on the whole, on their entire arrange-
ment, a new machine or engine called "Impulsoria," which, being
worked by the requisite animal power, is applied to locomotive or other
mechanical purposes in the like manner as the steam engine, when
worked by the requisite steam power, is applied to locomotive or other
mechanical purposes.
In order that I may be better understood in describing the manner
in which the new animal engine or impulsoria is to be performed, I
shall describe it as applied to one of the said various mechanical
purposes to which it may be applied, and shall choose the locomotive
purpose; and, in treating of the various parts of this Invention, reference
must be had to the illustrative drawings hereunto annexed, and the
following detailed description thereof.
The manner in which the new animal engine or impulsoria is to be
performed consists simply in introducing the animal or animals into the
carriage. (if for locomotive purpose on land), or into the boat or vessel
(if for locomotive purpose on water), upon an endless artificial ground.
The animal, on being there yoked to proper shafts, when walking causes
the endless ground to act, and to transmit the acting power to the

page_text: The
driving wheels of the carriage, or to the propeller of the vessel, (as the
case may be,) by two alternate conical drums or frustums of cone.
one cone, moved by the endless ground at a uniform motion, communi-
cates a varying velocity to the other cone which drives the wheels of
the carriage or the propeller of the vessel (as the case may be). Fig. 1,
represents a side elevation, and Fig. 2, a front sectional view of the
impulsoria as available for propelling carriages. The same parts are
represented by the same letters. A, A, is the framing of the carriage.
B, B, the endless ground, which endless ground is formed of planks so
connected together by suitable pins and links as to form an endless
chain. Cock plank C, Fig. 1, is so carried by two pairs of antifriction
rollers d, and e, that each pair of antifriction rollers d, gives support to
two planks C, and F, at once. The rollers travel upon two pairs of rails,
the upper pair 9, 9, g, being internal to the endless ground, and formed
of a straight line, inclined about one in eight, or such other different in-
clination as may be more convenient to the animal to be employed, and
terminated at each end by a semicircle, and the lower pair h, h, being
external to the endless ground in a straight line parallel to the upper
pair. By the rails having a border the endless ground is maintained
in its position edgewise. The rails are secured fast to the framing of
the carriage or of the vessel (as the case may be). Animal power is
applied by causing one or more animals (according to the intended size
and power of the machine) to be properly placed upon the endless
ground and yoked to the framing, and thereupon to travel at their
ordinary or walking pace as the most effective one, which for horses
would be at the rate of only about two miles and half per hour. When
the animal travels, does not itself advance, but, what amounts to the same
thing, the endless ground itself travels in rotatory motion round the
rails, as an endless floor or belt, in the direction of the arrow, and
transmits the motion to the other parts of the engine. This motion is
conveyed from the endless ground to the first moving shaft or driving
cone D, by means of two straps, one i, i, Fig. 1, on each side of the
endless ground, as it may be better understood from the corresponding
position of the two pulleys H, and K, Fig. 2, on the shaft of the
driving cone D, which are respectively, by these two straps, taken

page_text: round in the direction of the arrow, as shown in Fig. 1. By this means,
the driving cone being set in motion, it reciprocates the said motion to
the second moving shaft or driven cone E, by means of the strap k,
Fig. 1, from whence the motion is further communicated by the
strap m, m, and corresponding pulleys to the last moving shaft or
driving wheels W,W, of the carriage or to the propeller of the boat (as the
case may be). In addition to the cones, their shafts carry respectively
the two pulleys or narrow barrels n, and n', Fig. 2, termed the "starting
barrels" or "starting apparatus." The strap t, Fig. 1, by which these
barrels are connected and worked, is not an endless strap, but one end
of this strap is secured fast to one barrel while the other end is
secured fast to the other barrel, the length of the strap itself being
such as to be rolled as many times as required upon itself, like a
ribbon, round either of the barrels, so that one barrel will wind on as
the other barrel winds off. Of course the depth of the grooving in
each barrel is according to the number of rounds that the strap is to
have, and just so wide as will receive the strap. Every revolution of
and form a barrel or
the wound-off barrel, when driving, will wind on
coil of increasing diameter, whilst at the same time every revolution of
the wound-on barrel, when driven, will be wound off and be diminished
in diameter accordingly, so that the sum of two diameters at all times
is equal. Thus, on the whole, the new animal engine or impulsoria is
composed of the following moving parts; that is to say: 1st. The
endless ground. 2. The starting apparatus. 3. The alternate cones.
Which parts are put in motion by corresponding straps; that is to say:
1st. the straps of the endless ground, termed, for sake of perspicuity,
the "endless ground straps." 2. the strap of the starting apparatus,
termed the " starting strap." 3. the strap of the alternate cones,
termed the
cone strap" and lastly, the strap which from the shaft of
he driven cone is transmitted to the last moving shaft, which strap is
termed accordingly the "driving strap." All the said straps may be
made of a rope, or of leather, or of wrought iron, chain, or other
material, used for similar purposes. I prefer to have them made o
good leather, except in certain cases if the cone strap is to be of very
strong description. I use a wrought iron chain, altogether simila

page_text: When for impulsoria
bolts, then I connect
to the common short linked chains, except that the links, in lieu of
being made of iron bolts, they are made of wire in the following
manner: Iron wire not above of an inch in diameter (which bears
an ultimate strain of 30 tons to a square inch) is rolled in short links,
the one link into the other, as to form just a short linked chain. Every
link is made of as many times the thread as are required for the
strength wanted, the ends of the wire or thread in each link being
coiled with each other in a suitable manner, or the thread itself being
conducted without being cut from link to link.
purposes I use short linked chains made of iron
the extreme links into endless chain by means of a wire link as above
explained, in order to be allowed to make it on the spot longer or
shorter according to the want, also in order to have it readily replaced
or altered when wanted. When it is requisite that the engine should
communicate both the forwards and reversed motion, then there are two
driving straps with corresponding pulleys on the last moving shaft, and
on the shaft of the driven cone respectively, with the usual arrange-
ment of throwing the said straps into or out of gear respectively.
One of the two being transmitted in cross way will communicate the
motion in a direction opposite to the other. Where no reversed motion
is wanted, but occasionally for a few revolutions, as in the case of
carriages intended to run on common roads, the starting apparatus can
do that by the starting strap being wound on in a corresponding
direction. The conical drums are fixed to their shafts respec-
tively, so as to revolve each with the respective shaft, but the
starting barrels, supported respectively on the same shafts, are so sup-
ported as to revolve freely; that is to say, independently of the shaft
upon which they are respectively supported. Of the two pulleys K,
and H, H', Fig. 2, which are supported on the shaft of the driving
cone, and which receive the motion from the endless ground, the
one marked K, is a single pulley, and is fixed to the shaft so as to
revolve with the same, and consequently with the driving conc; and the
other is a double pulley; that is to say, is formed of two pulleys H,
and H, placed in close proximity to each other; the one marked H,
being fixed to the shaft, so as to revolve with the driving cone; and
the other marked H', being attached to the starting barrel n, so as to

page_text: of a
revolve with the barrel. A similar arrangement takes place on the
shaft of the driven cone, where there is a double pulley, or two pul-
leys I, and I', placed in close proximity to each other, upon which the
driving strap m, m, Fig. 1, works alternately as required. One of these
pulleys, viz. I, Fig. 2, is fixed to the shaft, so as to receive motion
The other
from the same, and consequently from the driving cone.
pulley I, is attached to the corresponding starting barrel n', so as to
receive motion from the barrel. The action of the machine is this:-
The starting strap t, Fig. 1, being rolled in the proper direction
upon the driven barrel n', Fig. 2, as the endless ground is worked by
the horse or horses travelling upon it at the rate of 2 miles per hour,
the pulleys K, and H', or H, which receive the motion from it, being
given diameter, say 18 inches, will perform a given corresponding
number of revolutions per minute; that is to say, 46, 68 revolutions
per minute. If, now, the starting barrels be put into motion, which is
effected by that of the two endless ground straps, which is close to the
barrel n, being thrown upon the pulley H', attached to it, and by the
driving strap m, m, Fig. 1, being likewise thrown upon the pulley I,
Fig. 2, of the corresponding barrel n', the consequence will be, that the
wheels of the carriage, that is to say, the last moving shaft, shall
receive the motion from the starting apparatus, whilst the alternate
cones, receiving at the same time motion from the other endless ground
strap or corresponding pulley K, will revolve loose, without communi-
cating their motion to the other parts of the engine. Each of the
starting barrels being of such diameter, when wound on, that it shall
be equal to eight times its diameter when wound off, or any other
number of times as it shall be required by the different purposes
intended, it will follow that as the driving barrel n, receives motion
from a pulley performing 46,68 revolutions per minute, the speed
communicated to the driven barrel n', and from thence to the last
moving shaft accordingly, will be from 46,68 5,83 revolutions per
minute, up to 46,68 × 8 = 373,24 revolutions per minute. But the
starting apparatus need not to be worked so far. Indeed, it is only
intended to work from its intended minimum of revolutions up to about
20 revolutions per minute; that is to say, up to about such number of
revolutions as it shall be in accordance with the next action of the
8

page_text: conical drums.
The starting apparatus is now liberated, and the
conical drums are put into action by removing accordingly the straps
from the respective pulleys of the starting apparatus to the corre-
sponding pulleys of the conical drums. The consequence will be
that now the wheels of the carriage, that is to say, the last moving
shaft, shall receive the motion from the conical drums, whilst the starting
apparatus will be abreast. When the cones are into action, their strap,
as long as the power acting on the driving cone shall overcome the
resistance acting on the cone driven; has a tendency towards the end
of the cones, which increases the speed of the carriage or last moving
shaft. A guide is provided only to lead and keep the cone strap on
the starting end of the cones when they are revolving loose, or to
arrest the progress of the strap when no increase of speed is wanted
beyond a desired limit. The two conical drums being alike, and
their diameter being of a given ratio, say 22 inches the largest
diameter and 9 inches the smallest, equal to a ratio of 1 to 2,44, as the
driving cone performs, as stated above, the uniform motion of 46,68
revolutions per minute, it will follow that the speed communicated to
the driven cone, and from thence to the last moving shaft accordingly,
will vary from = 19,13 revolutions per minute, or about as
many as have just been performed by the starting apparatus, up to
46,68 x 2,44 = 113,89 revolutions per minute. Thus, on the
whole, by the successive action of the starting apparatus and of the
conical drums, the speed communicated will vary from 5.83 revo-
lutions per minute at least up to 113,89 revolutions per minute
at most. If, then, the wheels of the carriage be 5 feet and 6 inches
in diameter, equal to 17,27 feet circumference, and the motion be
conveyed from the driven cone to the wheels without any further
variation, the carriage will run at a rate of from 17, 27 x 5,83 = 100
feet per minute, equal to one mile per hour very nearly, up to a rate
of 17,27 x 113,89 = 1966,88 feet per minute, equal to above
twenty-two miles per hour, the horse or horses travelling upon the
endless ground at a uniform rate of only 2 miles per hour. When
the engine is to be thrown out of operation, a loose pulley is provided
on the corresponding shaft to remove the driving strap thereon. But
46,68
2,44

page_text: this can be spared, as the same result is obtained by simply removing
the driving strap to the starting apparatus, whilst the cones are still
left under the action of the endless ground straps, the consequence will
be that both the starting apparatus and the cones will revolve loose,
without the endless ground communicating the motion to the car-
riage, although the carriage itself be allowed to run by virtue of
the momentum acquired before. A proper break is applied to stop
the endless ground when wanted, without stopping the carriage; and
a second break is applied to stop the carriage when wanted, without
interfering with the machinery of the engine. When the engine is to
be started again, if the starting apparatus be wanted, the starting strap
having been wound on the proper barrel by the driver of the engine,
the operation commences, and proceeds as before.
If the starting
apparatus is not wanted, the conical drums are put in operation
immediately. Upon the common roads the carriage is guided by
the fore wheels V, V, being caused to turn accordingly by means of
any of the well-known suitable arrangements, worked by a handle
reaching the driver of the engine at his place, as illustrated in a, a,
Fig. 1. Such is the construction and the use of the new animal engine
or impulsoria, as far as the general features and mode of operation are
concerned. But in applying it to propel different carriages or vessels,
or to other mechanical purposes, of course the different range of speed
which may be required must be taken into account, and the ratios of
the starting apparatus and conical drums must be arranged accordingly.
When the range of speed required is so moderate as to be readily
performed by the conical drums only, then the starting apparatus
may be spared as not needful. If both the ratios be increased, the
range of speed to be disposed of becomes greater accordingly. Let
it be supposed the ratio of the conical drums to be as follows:
9 inches the smallest diameter, and 36 inches the largest, or as 1 to 4,
the lenght of the drums being of a proper proportion. Then the
46,68 revolutions will be varied from 46,68
= 11,67 up to
46,68 × 4 = 186,72. Let it be supposed, also, the ratio of
the starting apparatus to be 3 inches to 49 inches diameter, or as
114, then the 46,68 revolutions will further be varied down to
4

page_text: 40,68
14
=
3,33 revolutions, making a total range of from 3,33 revo-
lutions per minute up to 186,72 revolutions per minute, equal to
above 56 times the lowest disposable rate. That is to say, if the
number of 3,33 revolutions be made to correspond on the wheels of
the carriage or last moving shaft to a speed of one mile per hour, then
the total range of speed performed by the carriage or last moving
shaft will be from one mile up to above fifty-six miles per hour. Should
the lowest rate correspond to one mile and half, then the total range
will be from one mile and half up to 84 miles per hour. When
more power than speed comparatively is wanted, the minimuni
of revolutions per minute shall be made to correspond in the last
moving shaft to such a rate as it is in accordance with the highest
speed wanted. For instance, let only 15 miles per hour be the
highest speed wanted, then, with the same ratios as last mentioned, the
total range of power that can be disposed of will be from 15 miles down
to 0,26 mile, or to the powerful momentum of about only one
fourth of a mile per hour. For locomotive purpose on land, either on
common roads or on railways, the driving wheels of the impulsoria
are one loose and one fast upon their shaft or driving axle, from
the reason that the weight of the impulsoria itself resting upon the
axle acts as a fastening key upon the loose wheel, which will prevent
it from turning loose, except when wanted by the curves which are to
be performed by the travelling wheels. Some particulars may be
arranged differently, the principle being still the same. For instance,
the endless ground may transmit the motion by means of racks in lieu
of straps, which is effected by the links which connect the planks into
endless ground being so constructed as to present suitable cogs to a
pair of corresponding cog wheels, which cog wheels supported by cor-
responding shaft should be placed at the back end of the endless
ground on the upper pair of rails or line, just as near to the back semi-
circle as will allow the links or racks to be completely out of gear
before they begin to turn round the semicircle itself. The shaft of
the cog wheels will then be the first moving shaft, from whence the
motion shall be communicated by wheelwork or any suitable means to
the conical drums placed accordingly, which wheelwork could be so

page_text: arranged as to supersede to a certain degree the starting apparatus in
the following way: Let it be supposed the first moving shaft to transmit
to the driving cone two or more than two different numbers of revo-
lutions by two or more than two different sets of wheelwork to be put
into successive action as required. The consequence will be, that the
range of speed produced by the cones shall be varied accordingly as
many times, making altogether a total range of twice or more than
twice as much. By the said wheelwork also being arranged accord-
ingly the reversed motion may be transmitted. The other improve-
ments connected with the impulsoria relate, first, to buffer and springs
as required for the use both of the propelling carriage and of the
propelled carriages or waggons. I prefer such buffer and springs as
are constructed of rings of vulcanised India-rubber, or other suitable
material confined in cases or cylinders, and acted by corresponding
pistons or compressing surfaces. My improvement as to buffers con-
sists in so constructing the same as to be "double-acting," as it were
two buffers attached together back to back as to form one buffer, their
pistons or compressing rods being converted into one, and thus rendered
available to act both as drawing as well as pushing elastic rod. As to
the bearing springs, that is to say, the springs through which the
carriage is connected and supported upon the axles of the wheels, my
improvement consists in so constructing the same as to be "four-acting,"
that is to say, it is constructed as it were four distinct buffers attached
together as to form one solid piece, the axle of the wheels to be the
centre, each of the four rods or compressing surfaces acting separately,
and the whole being so arranged that one buffer will support the car-
riage or waggon, and act as the common bearing spring now does; the
next two are placed laterally, one at each side of the axle, at right
angles with the bearing spring, their centre being on the same
horizontal line with the centre of the axle. They are intended, and
accordingly arranged, to bear laterally against the framing of the
carriage or waggon, for the purpose of subduing the effects of concussion
produced upon the carriage or waggon both from the drawing and
reversing motion, as well as from the stopping or retarding action, either
the propulsive power, or of the resistances and inequalities of the road.

page_text: The fourth buffer is an annular buffer emerging from the centre, and
at right angles with the first three towards the interior of the carriage,
the axle of the wheels passing through it. It is intended to bear against
the side or framing of the carriage or waggon in a direction concen-
trical with the axle of the wheels, for the purpose of subduing on rail-
ways the effects of concussion arising from the grinding action of the
rails acting upon the flanges of the wheels; and, on common roads for
the purpose of subduing the effects of concussion arising from the
wheels being acted upon in a similar way by the road. This improve-
ment is illustrated in Fig. 7, a lateral section, and Fig. 8, a front
section, of a four-acting buffer or spring. A, A, is the bearing spring.
B, B, the two lateral springs. C, the axle of the wheels. The follow-
ing parts are represented in each spring by the same letter: a, a, the
confining case; b, b, the vulcanised India-rubber rings; i, i, dividing
plate; d, d, piston or compressing surface; c, is a bolt, immoveable
with the confining case, and is intended to keep the piston at his place
when not compressing. D, D, Fig. 7, is the annular buffer, or fourth
spring; its piston or compressing surface f. f, is also annular; e, e,
is an annular nut screwed or otherwise fixed to the outside of the con-
fining annular case a, a, for the purpose of keeping the annular piston
at his place when not compressing. Thus, on the whole, the four-
acting buffer is at the same time the axle box. The next improvement
refers to the break for the purpose of stopping or retarding the motion
of the propelling or of the propelled carriage or waggon on rail-
ways or on common roads. It consists in acting directly upon the
rails or upon the road (instead of acting upon the wheels) so as to
admit at the same time of the benefit of proper springs. On railways
the breaks are applied by pairs, as it were a pair of wheels. On
common roads one is sufficient if it be placed in the middle breadth of
the carriage, and so bearing upon the road by means of a roller as to
take upon itself, when acting, a sufficient weight of the carriage. This
is illustrated in Fig. 1, and 2, where p, p, is an iron bar, which, when
worked, comes down vertically through the slides or bearing q, q, as to
bear upon the road by the roller r. It is so constructed as to present a
rack to the pinion s, fixed upon the shaft u, which shaft is.attached to

page_text: Y,
the framing of the carriage by suitable bearings connected with four-
acting springs, and is put in motion by a screw a, whose handle
reachs the driver or guard of the carriage or engine at his place. The
next improvement refers to the construction of carriages to be attached
to the propelling engine, and to the mode of connecting the same.
The impulsoria, as applied to propel carriages, is itself available to
carry passengers or goods; room being afforded for the purpose upon
the same, as illustrated in Fig. 1; the passengers being located in front,
on the best place for enjoying the surrounding scenery, while the horses
as well as the driver are placed at the back. When on common roads
a carriage is to be attached to the impulsoria; it is constructed with two
wheels only, and is attached to the four-wheeled impulsoria in the fol-
lowing manner: A pin having the form of the letter T, turned upside
down, as illustrated in Fig. 3, is so attached to the impulsoria, by its
two horizontal arms, as to have upon the same a turning motion parallel
to the motion of the wheels of the impulsoria. The carriage is now
so attached to the vertical arm of the pin as to have a turning horizon-
tal motion round the said vertical arm, which is effected by the carriage
terminating in the fore part in a hook or eye going into the vertical
arm of the pin. This hook or eye presented by the carriage is the
compressing rod or piston of a double acting buffer, which buffer is
fixed to the carriage in a corresponding direction. The fore part of the
carriage itself is so shaped as to allow the carriage both to turn freely
round the vertical arm of the pin as it shall be demanded by the
guiding action herein-after explained, and to follow the oscillations of
the horizontal arms of the said pin as it shall be demanded by the ine-
qualities of the road upon which the carriage runs.
From the carriage
two chains or ropes, one on each side, reach the impulsoria, and are
acted as reins, worked by any suitable means by the driver or guard
cither standing upon the impulsoria or upon the carriage itself for the
purpose of guiding the said carriage. The same construction of the
carriage, and some arrangement for connecting and guiding the same, is
applied to every subsequent carriage which may be required to be
attached after the first. Upon railways the construction of the car-
riage or waggon and the arrangement for connecting the same (the

page_text: guiding action being not wanted as performed by the rails) is as
follows:-
The carriage, or waggon, or framing intended to receive the passen-
gers or goods, I cause to be supported upon two distinct four-wheeled
trucks, as illustrated in Fig. 5, which represents a side elevation of a
train composed of three carriages, each truck giving support to two
distinct carriages or waggons, causing each carriage or waggon to
repose by one end upon one truck, and by the other end on the
following truck. The consequence is, that if the train be composed,
say, of three carriages or waggons, there will be 16 wheels altogether,
that is to say, at the rate of 5 wheels per carriage or waggon; or, if
the train be composed of eight carriages, there will be altogether
36 wheels, or at the still more moderate rate of 4 wheels per carriage,
whilst in fact in every case each carriage or waggon reposes upon
eight wheels, thereby increasing the general security without increasing
in a similar proportion the number of the wheels. Also admitting of
the centre of gravity being placed as low as can permit a suitable
clearance from the ground. Also permitting (the ends of the carriages
being open towards each other) a continuity of direct communication
from the very last carriage all throughout the train to the driving
engine, so as the guard or any of the passengers may at any time, when
required by any cause or accident, step immediately to the driver of the
engine, and give the necessary warning. Also affording the possibility
of constructing the carriages with two stories within such a height from
the rails as is the present gauge, thereby diminishing the dead weight
comparatively to the useful weight, and avoiding the necessity of very
long trains. Also adding much to the facility of passing very sharp
curves with as long carriages or waggons as the strength of the mate-
rials can conveniently afford, the trucks being as short as the four wheels
can be placed close to each other, and the train, by the novel means
of connecting the carriages or waggous, having the action of a chain in
adapting itself to the curve on which it travels, as illustrated in Fig. 6,
a plan of the train represented in elevation in Fig. 5. b, b, are the
trucks; E, E, the carriages or waggons; 1, 2, the rails describing curves.
Which novel means of connecting the carriages or waggons is simply

page_text: the following, altogether similar to that just described for the common
roads purpose; that is to say, a pin in the shape of the capital letter T,
turned upside down, forms the connecting pin, which unites the carriages
or waggons both to the trucks and to each other. The parts or ends
of the carriage or waggon by which it is to be supported respectively
upon the trucks are constructed of a semicircular shape, as illustrated
in Fig. 6. In the centre of this semicircle there is a vertical hole
through which the vertical arm of the pin is so inserted as to turn freely
horizontally, the arm itself being so long as to project out on the roof
of the carriage or framing of the waggon, as shown in a, Fig. 5. The
trucks are likewise terminated at each end in a semicircular shape,
which need not to be of the same radius as that of the carriages, and
which is illustrated in Fig. 6. On the diameter of each semicircle,
and in a direction parallel to the axles of the wheels, two rods or
bars a, a, and a', a', Fig. 6, are respectively so fixed to the truck
by means of two or more suitable bearings for each bar as to turn freely
upon themselves, always parallel to the axles of the wheels, each end
of each bar being so constructed as to present a double acting buffer,
whose piston or compressing rod is directed towards the carriages or
waggons respectively. The carriage is now placed upon the truck, and the
horizontal arms of the T-shaped pin being accordingly constructed at
each end are firmly secured to the rods or pistons of the buffers
respectively. This is effected by the horizontal arms of the pin termi-
nating at each end in a horizontal hole or eye going into the rod of the
corresponding buffer, and there secured by a nut or by a bolt, or by
both the horizontal arms of the pin and the rods of the buffers termi-
nating in a verticale hole or eye (both being single eye or either of them
being double) to be superposed or inserted to each other, and secured
by a common bolt, as illustrated in Fig. 4, and 5. So far the carriages
or waggons are secured to the trucks, and although the connection may
be deemed sufficient, I further secure the carriages or waggons to
each other by inserting a link into the end of the pins as they
arise out respectively on the roof of the carriage, as illustrated
in e, e, Fig. 5. I bear in mind that the bars a, a, and a', a', Fig. 6, of
the trucks be so placed as to be between the axles of the wheels, that

page_text: is to say, between the perpendicular lines which pass through the centre
of the two axles respectively. The consequence is, that as the bar is
the supporting centre or line, even when the truck should give support
to one carriage only, the weight is still resting upon the four wheels of
the truck. The action of such a connecting system is this:-The
vertical arm of the T-shaped pin oscillates freely horizontally into the
hole of the carriage; thus the trucks 6, Fig. 6, being allowed to follow
freely the guiding action of the rails », r, round the curves as horizontal
sinuosities of the railway, without interfering with the steadiness of
the carriages or waggons E, E. Likewise the cross bars as a¹, a¹, of the
trucks oscillate freely upon themselves at right angle with the horizon-
tal oscillation of the pin; thus the trucks being allowed to follow freely such
vertical oscillations as may be demanded by the inequalities or vertical
sinuosities of the road, without interfering with the steadiness of the car-
riages or waggons, a corresponding sufficient clearance being allowed for
the purpose between the abutting corresponding surfaces of the trucks
and carriages. The last truck of the train may carry upon the vacant
place a "coupé" or box for the guard or for luggage, which box will
be connected in a similar way both to the truck and to the preceding
carriage. The same may be said of the first truck of the train. But as
to the first truck, I prefer to make it larger and place upon it upon the
vacant place the propelling engine itself, or, what ammounts to the same
thing, the front of the first carriage of the train, in lieu of being supported
and connected to a truck, it is connected and supported directly upon
the driving carriage, room being afforded upon the same for that pur-
pose. Breaks bearing, upon the rails as described are applied either
to the trucks or to the carriages. I prefer to apply the same to each
carriage or waggon. When the trains are to be formed at the station
a carriage or waggon is removed from one train to another upon both the
trucks upon which it stands. In the meantime the fellow carriage is
left deprived of truck at the corresponding end by being caused to stand
upon its breaks. If, now, the removed carriage or waggon, after
having been connected with its intended train, is to be followed by a
subsequent carriage, it is likewise caused to stand upon its breaks;
and the after truck is let out. to fetch the following carriage, which is

page_text: taken to the preceding, as before. The next improvement connected
with the impulsoria refers to the propeller or propellers of the vessel
for locomotive purpose on water. It consists in so constructing each
propeller as to be simply a cylindrical drum, without any paddles
whatever placed thereon, the use of paddles or blades for propelling
purpose on water being considered by me to be a mistake similar to
that which so long prevailed in the application of locomotives on rail-
roads, and which materially retarded the progress of that invention,
when, taking for granted the inability of the plain circumference of the
wheels to propel, much labour and skill has been wasted in the con-
trivance of levers which acted on the road in a manner somewhat
resembling the feet of the horses. Now, as the apprehended insuffi-
ciency of the adhesion of the plain circumference of the wheels with
the road to propel the carriage has been proved fallax, so my improve-
ment consits in considering the apprehended necessity of paddles or
blades or anything like oars as altogether fallax, and, consequently, in
putting aside altogether the paddles or blades, of whatever description
they may be, and using simply the plain circumference of cylindrical
drums, made of proper diameter and dimension, and properly water-
tight. These may be applied laterally on the same place and way as
the paddle wheels are at present, as illustrated in the diagram, Fig. 10.
But I prefer drums of very moderate diameter applied, totally immersed,
as I consider their action when immersed as more perfect, provided
always that the drum be incased semi-cylindrically, or into the frame
itself of the vessel, or into a distinct semi-cylindrical case, arranged on
purpose, and with only such a clearance as it is just sufficient to let
the drum have a proper action, the other half drum or semi-cylin-
der projecting out of the case for the propelling action. Cylindrical
immersed propellers, half incased, may be thus arranged on both sides
of the vessel, as many as may be required, and connected with a com-
mon driving shaft; or they may be constructed as long as the vessel is
wide, and similarly incased athwart under the bottom of the vessel, as
illustrated in the diagram, Fig. 9; flat-bottomed vessels being by me
preferred. The number and length of the drums is made to atone for
the small diameter; and I so regulate the whole as to obtain, as near

page_text: as possible, that the total projecting area square of the vertical propel-
ling section be not less or be rather above the total area square of the
largest immersed section of the vessel at right angle with the vessel's
length, as I look upon such cross section and not upon the total im-
mersed cubic content of the vessel as being the proper measure of the
ammount of resistance to the progress of the vessel through the water.
Having now described the nature of my said Invention, and in what
manner the same is to be performed, I wish it particularly to be
understood that I set up no claims to the discovery of the separate
parts of the arrangements which enter into the construction of the
impulsoria, and of all the improvements connected therewith. These
parts may be old and well known when taken separately and de-
tached for aught that concerns my Invention. My claim is for the
impulsoria itself, constructed and arranged as described, and for the
application of such old and well-known parts to a purpose and object to
which they have been never applied, and which consequently constitutes
the novelty, that is to say:-As to the propelling animal engine or
impulsoria, I do not claim the application of animal power to locomo-
tive or other mechanical purposes; this on water being as ancient at
least as it appears from ancient paintings on Egyptian tombs, which
represent paddle boats propelled by oxen, and from the Roman soldiers
having been conveyed to Sicily in wheeled boats driven by cattle; and,
on land, experiments having been made to introduce the horse into the
carriage for locomotive purpose very early in the present century at
least. Nor do I claim the contrivance of an endless ground, such
having been also applied. Neither do I claim to have invented the
alternate concs, these being extensively in practice on various kinds
of machines for various purposes. Nor do I claim the contrivance of
pulleys or barrels, of increasing and diminishing diameter, by a strap
vinding upon itself like a ribbon, such being used for raising coal from
leep pits. What I claim is, firstly, the aggregate construction and
combination of the endless ground, with the alternate cones, with or
vithout the starting apparatus, the whole being arranged and managed
s particularly described for the object and purposes set forth, that is
o say, of obtaining from a uniform motion of the animal or animals

page_text: a motion varying as required, thereby obtaining the advantage of work-
ing the horse or other animal without toil at a speed of such unifor-
mity as it is convenient both to the greatest effect and to the better
conservation and use of the animal itself, which speed for the horse it
is well known to be at the rate of about 2½ miles per hour, whilst by the
combination of the said machinery the force will be divided or con-
densed, according to the proper variability of speed to be ultimately
transmitted. Secondly, I claim the use and application of the said
animal engine or impulsoria, as set forth in the preceding claim, be it
worked by a horse or any number of horses or other animals, either
irrational or rational, and be it applied to locomotive purpose on water
or on land, either on common roads or on railways, or to other
mechanical purposes for producing motive power. Thirdly, the prin-
cipal object of my impulsoria being that of obtaining a proper varying
motion from a proper uniform motion, and the manner whereby this
object is carried out by the combination of the starting apparatus, with
the alternate cones, being such an improved manner as it has never
been applied to locomotive purpose, and as this improved manner will
be also very useful to engines worked by other motive power than
animal. I claim the use of this same improvement, that is to say, of
the combination of the alternate cones and starting apparatus, for
locomotive purpose, either on land or across liquid elements, when
applied to engines worked by other power than animal. Fourthly, I claim
the contrivance of chains, made of wire links, as particularly specified.
Fifthly, as to the buffers and springs, I set up no claim to the contrivance
of vulcanised India-rubber rings, confined in cases or cylinders, and
acted by pistons or compressing surfaces. What I claim is, the con-
struction and use of "double-acting" buffers, and of "four acting" springs
or buffers arranged as described, for the purpose set forth, that is to say,
of giving to such buffers and springs the several distinct capabilities
of subduing the effects of concussion, arising from the several distinct
directions as described, which several distinct capabilities are not to bo
found together in the buffers and springs as at present are constructed
and applied. Sixthly, as to the breaks, I set no claim to the contrivance
of breaks acting upon the rails. What I claim is, the construction

page_text: and use of breaks so acting upon the rails as to admit at the same
time of the benefit of proper springs as described, and the construction
and use of breaks for common roads purposes, as particularly specified.
Seventhly, as to the carriages or waggons, and to the manner of
connecting the same and forming a train, I set up no claim to the con-
trivance of carriages so constructed as to be supported upon two four-
wheeled trucks, each truck having a turning motion independently from
the other, and the train being composed of as many times eight wheels
as there are carriages. What I claim is, the construction and use of
carriages and four-wheeled trucks so arranged and connected together
by T-shaped pins turned upside down or not, that on railways each
four-wheeled truck may give support to two carriages or waggons at
once, and each carriage is supported upon two four-wheeled trucks;
thus each carriage or waggon of the train being supported upon
eight wheels, but the train (when composed of more carriages) being
composed of less than as many times eight wheels as there are car-
riages or waggons, and the train, by the novel means of connecting
the carriages or waggons as described, having the action of a chain in
adapting itself to the curves with increased freedom and security, and
the carriages or waggons being allowed to be constructed with lower
centre of gravity than at present, and with two stories, if required, and
as long as the strength of the materials can afford. Eighthly, as to
the propeller on or in water, I set no claim to the generic application
of cylindrical drums to vessels, similar contrivances having been pro-
posed for various purposes, viz., of buoyancy or of carrying the vessel,
or other purposes.
of water-tight cylindrical drums made of timber or other suitable ma-
terial, with proper shafts, and arranged as described, for the express
purpose of propelling, the object being to substitute the plain surface
of cylinders to the use of paddles or blades, the later being considered
as a mistake similar to that of the apprehended insufficiency of the
adhesion of the wheels on the road to propel the carriage, which mate-
rially retarded the progress of the locomotive engine, until it had been
proved fallax. Ninthly, I claim the contrivance of such propellers or
What I claim is, the construction and applications

page_text: propeller as set forth in the preceding claim, when made of suitable
materials and applied to aeronautic purpose.
In witness whereof, I, the said Professor Andrew Crestadoro, have
heretofore set my band and seal, this Twenty-eighth day of
September, in the year of our Lord One thousand eight hundred
and fifty-two.
PROFESSOR ANDREW CRESTADORO.