CERTAIN IMPROVEMENTS IN WHEEL CARRIAGES
Year: 1836

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
BRIDGES ADAMS, of Brecknock Crescent, Camden Town, in the County of
Middlesex, Coach Maker, send greeting.
WHEREAS I did, by petition, humbly represent unto His present most
Excellent Majesty King William the Fourth, that, after considerable appli-
cation and expence, I had invented "CERTAIN IMPROVEMENTS IN WHEEL
CARRIAGES," and His said Majesty, being willing to give encouragement to all
arts and inventions which may be for the public good, was graciously pleased,
by His Royal Letters Patent, under the Great Seal of the United Kingdom
of Great Britain and Ireland, bearing date at Westminster, the Twentieth
day of October last (1836), in the seventh year of His reign, for IIimself,
His heirs and successors, to give and grant unto me, the said William Bridges
Adams, my executors, administrators, and assigns, His especial license, full
power, sole privilege and authority that I or they, by myself or themselves,
or by my or their deputies, servants or agents, or such others as I or they
should agree with, and no others, during the term of fourteen years from
the date of the said Letters Patent, should and lawfully might make, use,
exercise, and vend my said Invention within that part of His said Majesty's
Dominions called England, His Dominion of Wales, and Town of Berwick-
upon-Tweed, in such manner as to me, my executors, administrators, and
assigns, shall seem meet, and as that I or they shall enjoy the whole profit
and advantage arising by reason of the said Invention during the said term
of fourteen years: And whereas the said Letters Patent contain a proviso,
A

page_text: obliging me, the said William Bridges Adams, particularly to describe and
ascertain the nature of my said Invention, and in what manner the same is
to be performed, by an instrument in writing under my hand and seal, and
cause the same to be inrolled in His Majesty's High Court of Chancery
within six calendar months next and immediately after the date of the said
Letters Patent, as in and by the same, reference being thereunto had, will
more fully and at large appear.
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
Invention is described and ascertained in manner following, and by the aid
of three Sheets of Drawings hereunto annexed, that is to say:-
My said improvements in wheel carriages consist, firstly, in an improved
construction (herein-after particularly described) of the kind of carriage
commonly called omnibus, by means of which construction all the four wheels
of such carriages may be equally large in diameter, if thought desirable, and
all the four wheels may be considerably larger than can be conveniently used
in the ordinary construction of omnibus carriages.
Secondly, in the modes (herein-after particularly described) of constructing
certain moving joints or centres of motion to unite two bodies (or half bodies)
into one compound jointed body, to answer the purpose of the parts called
the perch bolt and wheel plate in ordinary four-wheeled carriages, so as to
dispense with those said parts, in order that all the four wheels may, if thought
desirable, be equally large in diameter.
Thirdly, in an mproved construction (herein-after particularly described)
of springs for bearing or suspending the bodies of wheel carriages, or for
communicating the force of draft or traction to wheel carriages.
Fourthly, in an improved mode (herein-after particularly described) of
constructing the axletrees of wheel carriages, when such axletrees are required
to be bended or cranked downwards, and by which new mode lightness is
combined with strength.
Fifthly, in an improved construction (herein-after particularly described) of
a two-wheeled carriage, to answer the purposes of those which are commonly
called cabs or cabriolets, and which ply for hire in the streets, and which may
be also for private use.
Sixthly, in an improved construction (herein-after particularly described) of
waggons with four wheels, for the conveyance of sacks of coals, or corn, or
flour, or other suitable merchandize in parcels or masses of a moderate and
uniform bulk.
Seventhly,
in a new construction (herein-after particularly described) of

page_text: four-wheeled carriages for the conveyance of passengers or goods upon
railways, which construction will permit the axles of the wheels to depart
from their accustomed parallelism, when required, to suit any deviation of the.
railway from a straight course..
And as to the particular description of my said several improvements :-
Respecting the omnibus, berein-before first mentioned, the 'body, or that.
portion of such a carriage in which the passengers sit, is composed of two.
separate bodies or half bodies, connected into one compound jointed body.by
means of metallic joints (the particular construction of which joints is another
of my improvements), one of which joints is applied at the bottom or floor
of the compound body, and the other at the roof or ceiling thereof, in such
manner that the compound body may be bended in its length, in order to.
enable the two axletrees of the four wheels to depart from their accustomed
parallelism with each other as often and as much as is requisite for enabling
the carriage to proceed in curved courses, such bending of the body in its
length being a substitute for the motion of the front axletree about the perch
bolt in ordinary four-wheeled carriages, for in my new construction the ordinary
perch bolt, with its wheel plate and appurtenances, is dispensed with, and a
passage is preserved along the interior of the body of the omnibus, as well.
when the two half bodies are bended at an angle with each other, as when
the same are in a right line; and the sides of the said two bodies may be
connected one to the other by flexible portions, by applying leather or suitable
cloth material to the adjacent sides of each of the half bodies, so as to fill up.
the interval between one half body and the other, suitable wood or other.
supports being applied in conjunction with such leather or cloth material, in
the same manner as is usually done for the folding leathern heads or hoods
of open carriages, excepting that the motion in the flexible sides of the
omnibus takes place around a supposed vertical centre line, and to which
same line the centres of the joints at the floor and at the ceiling are con-,
formable; the said flexible sides having as, much power of extending or.
contracting as will allow the compound body to bend laterally to the full
extent which is intended, either, to one side or the other; and when the two
half bodies are in the same straight line, the leather or cloth at both sides:
of the omnibus will be disposed in folds or wrinkles; and when the compound.
body is bended at an angle, the said leather or cloth will become extended
at the salient side of such angle, and will become still more contracted or:
wrinkled at the other side. And note:-The said metallic joints are to be
applied at the centre of the total width of the two half bodies, which are.
thereby joined together; and the said joints may be at the midway of the.

page_text: total length of the compound body, or as near to such midway as is convenient
for balancing or nearly balancing the weight of each half body on its own
axletree, and also for ensuring that the two wheels which are on the same
side of the carriage shall keep one clear of the other when the compound body
is bended as much as it is intended to do. The central flexible part so
formed of leather or cloth material, with wooden or other supports, as afore-
said, should be less in diameter than the total width of the compound body,
but that diameter being such as to allow a free and convenient passage
through the interior of the flexible part, from one half body into the other,
of about the same width as the clear space between the seats for the
passengers; and the circular part of the floor or bottom of the space which
is enclosed between the said flexible sides is to be covered with a plate
of metal, or with boards or other suitable material, firmly attached to
the floor of either of front or the hind half body, and in continuation of
that floor, so that the corresponding part of the floor of the other half body
may turn freely beneath it. And upon the said continuation of the floor,
the passengers can walk through the interior of the flexible part, in order
to pass from one half body into the other; and in like-manner the roof
over the said space enclosed between the said flexible sides is to be covered
with a like plate or board, in continuation of the roof of one of the half bodies,
that plate or board having a circular rim projecting downwards from its edge,
so as to overlap a corresponding circular rim projecting upwards from the roof
of the other of the half bodies, so that rain water falling on the said con-
tinuation of the roof can run off therefrom without penetrating the interior;
or, instead of constructing the flexible sides, as before described, in the same
manner as the heads for open carriages, the leather or cloth may be extended
between the top and the bottom on two circular hoops (or parts of circular
hoops) of wood or metal, either by means of rings, or loops or folds applied
upon such hoops, in like manner as is usual at the top of bow window curtains,
such circular hoops being firmly fixed to one half body, and projecting into the
other, will guide the leather or cloth and keep it extended between the upper
hoop and the lower one; and the rings, loops, or folds of the leather or cloth
being capable of moving or sliding round upon the said hoops, the same will
admit of the requisite extension or contraction of the flexible sides, to enable
them to accommodate themselves to the bending of the compound body to an
angle, in the same manner as before explained; or, if it is preferred to leave
an open space at the junction between the two half bodies which are connected
by joints as aforesaid, then circular handrails should be provided to lead from
one half body to the other, such rails being at or about the height of the

page_text: elbow, and they may be formed of short segments of metal or wood sliding
one within (or over) the other; one end of each such handrail being fixed by
one of its ends to the side of one half body, and by the other of its ends to the
corresponding side of the other half body, so that when the body is bended in
one direction the said segments will slide or contract into a small space, and
when the body is bended in the opposite direction they will extend or draw out
like the joints of a telescope, so as in either case to serve as handrails for the
passengers when going through the interior from one half body to the other.
The half bodies which are so joined together by joints, as aforesaid, may be
constructed and framed of the materials and in the modes ordinarily used by
coachmakers, but the adjacent ends of the sides of each half body should
have such diagonal braces of wood or iron bolts in the framing, or such other
reinforcements as will enable the framework to resist the tendency to displace
the joints by which they are united together. The entrance for passengers
into the said improved omnibus is to be from behind, as is usual in
omnibuses of the common construction; or, if required, additional entrances
may be made at the sides in the intervals between the bodies, and a temporary
fastening may in that case be applied to prevent the compound body from
bending whilst passengers are ascending or descending. The seats for the driver
and for the conductor are placed in the usual positions. This body, so formed
of two half bodies conjoined, may be mounted on bearing springs of the usual
kind. The spring being applied on both the axletrees in the same manner as
is usually done for the hinder axletree of omnibuses, and my improved
omnibus may have its two fore wheels as large in diameter as the two hinder
wheels; or otherwise springs, constructed according to another part of my
present improvements, may be applied. The axletrees, with the springs, should
be disposed beneath such places in the length of the jointed body as may be
most convenient for equally apportioning the weight between the hind and
front axle; and also that when the body bends or turns, the wheels may lock
round freely without striking against each other. This improved construction
of omnibus dispenses with the perch bolt and wheel plate, and all the front
framework, technically known as the under carriage, the connecting joints of
the body permitting the requisite deviation of the fore and hind axletrees from
their accustomed parallelism. The pole for the horses is affixed by suitable
means to the front of the foremost half body, and so is the splinter bar, with
the points of attachment for the traces by which the horses draw the omnibus
forwards. It is desirable that the bodies of omnibuses should be kept as low
or as near to the ground as can be done consistently with other conditions, as
well for safety and for keeping the centre of gravity of the whole omnibus, as

page_text: near as can be done on a level with the centres of the wheels, as also for con-
venience of ingress and egress to the passengers, and thus diminish the time
of stoppage. The ordinary construction of omnibus requiring the front wheels
to pass beneath the body (or else to encroach on the sides thereof) in turning,
it is not practicable to have the body so low as would, for the reasons above
stated, be advisable, unless the fore wheels are small in diameter, which is
otherwise objectionable, by increasing the friction and resistance of draught;
but in my improved construction for omnibuses as above described, the front
wheels do not turn beneath the body; but the foremost half of the body turns
with the front wheels, and consequently I am enabled to use axletrees very
deeply bended or cranked, which will permit the body to be suspended as low
or near to the ground as is desirable, notwithstanding that all four wheels are
of a sufficient diameter for travelling advantageously. The points of suspen-
sion for the body by the springs may be also higher up the sides of the body
than is common, so as to be nearer to the level of the centre of gravity of the
body, whereby the lateral oscillations will be much diminished.. By the use of
larger front wheels and a relatively higher suspension for the body, together
with a lower body, the motion will be easier for the passengers, the resistance of
draught by the horses will be considerably diminished, and the ingress and
egress of the passengers facilitated, and the time of stoppage lessened. In the
ordinary omnibuses the passengers are inconvenienced in passing through the
interior; but in my improved construction, the body being placed lower, may
without detriment have a greater clear height between the floor and the
ceiling, in order that the passengers may walk through the interior more
nearly upright; and also at the central part, where the two half bodies are con-
joined, there is an unoccupied space free from the knees of the sitting passen-
gers, where a passenger who is entering can rest for a sufficient space of time
to choose a seat; and owing to the greater height and the unoccupied space in
the middle, the ventilation will be more perfect. In the ordinary omnibuses,
the small front wheels falling into inequalities of the road produce a constant
concussion between the under carriage and the wheel plate, which is conveyed
to the floor of the body and annoys the passengers both by noise and tremor,
'but in my improved construction there is no perch bolt or wheel plate, and the
large front wheels will avoid in great part. the cause of those concussions, and
the joints by which the two half bodies are conjoined into one body, being con-
structed according to another of my improvements, herein-after described, very
little or no concussion will take place in them. In the ordinary omnibuses, the
act of turning or locking causes the driver to be placed in an angular position
with regard to the horses, so that he has less control over them if they happen

page_text: to be restive, and they can overthrow the omnibus if they persist in backing,
because the weight is supported on three points rather than on four when the
two front wheels are turned at the lock. In my improved construction, the
driver's seat turns with the horses, and consequently he always retains his
proper position behind them for holding them by the reins, and possesses his
full power over them as well while locking as at other times, and the horses
have less power to overthrow the omnibus by backing, because the weight is
more equally supported on the two axletrees in all positions, whether backing
or going forwards in a circle.
An omnibus on my said improved construction is represented in Sheet I. of
the Drawings hereunto annexed, wherein Figure 1 is a side view or lateral
elevation of the whole omnibus.
a, w, are the two half bodies; b, the central
flexible leather or cloth material enclosing the space around the junction of
the two half bodies; i, i, the upper and lower connecting joints; d, d, the springs
suspending the compound body, nearly at the level of passengers' seats. The
springs are represented as being constructed according to another part of my
improvements, herein-after described; but ordinary omnibus springs may be
used. e, e, the cranked axletrees, the front one and the hind one being alike;
f, the splinter bar, affixed by suitable irons to the front end of the foremost half
body. The pole is applied to the splinter bar, and to the front end of the fore-
most half body a; g, the driver's seat; h, the circular cover or continuation of
the roof over the central space. Note.-The stand for the conductor and the
ascending steps being behind as usual, are omitted in the Drawing. Figure 2
is a longitudinal section, to shew the internal accommodation for the passengers;
c, c, are the seats; j, j, are the backs of the seats; k, k, the roof. The other
letters denote the same parts as in Figure 1. Figure 3 represents the hinder
end of the omnibus where the passengers enter; the references denote the
same parts as in Figure 1. Figure. 4 is a plan of the omnibus as seen under-
neath, supposing it turned upside down; 1 are dotted lines shewing one of the
front wheels and part of the front half body, as placed when locking or
turning; the other references denote the same parts as in Figure 1. These
Drawings and descriptions will enable any carriage builder of. ordinary skill to
construct such an omnibus.
And as to that part of my improvements herein-before secondly mentioned,
which relates to the construction of moving joints or centres of motion, for
uniting two bodies or half bodies into one compound jointed body, as herein-
before explained respecting my improved construction of omnibus, and which
joints are also applicable to other varieties of four-wheeled carriages. Figure 5,
Sheet I., represents a pair of ball and socket joints, the section of which

page_text: shews a convex segmental curve in one part, and a corresponding cavity
in the other part, through the centre of which curve and cavity a cylindrical
bolt is fitted in a vertical direction, with a proper nut and fastening key to hold
the two parts of the joint securely together. a, b, in the plan are the two
parts of the joint fitted together, and the same appears in the section;
c is the prominent convex or ball part of the joint, and d is the concave or
socket part of the joint; e, the upright cylindrical bolt which unites the two
parts together; f, a thin brass or metal washer, which may be interposed
between the two parts to make them work smoothly, but such a washer may
be omitted; g, a linch pin, put through the lower end of the upright bolt to
secure the nut from unscrewing. In Figure 6, the ball and socket is represented
of a hemispherical form, and with the exception of the form of the curve, all
the parts of this joint are the same as in Figure 5. In Figure 7, the ball and
socket is of a conical form, all the other parts being the same as in Figures 5
and 6. Every variety of curve between the cone, Figure 7, and the segmental
curve, Figure 5, may be used for the fitting part of such joints. Or another
mode of constructing such a joint is with a male cylinder fitting into a female
cylinder, as shewn in section, Figure 8, and with the exception of the cylindrical
form, all the other parts are the same as in Figures 5, 6, and 7. Every variety
of conical form, between the cylindrical form, Figure 8, and an obtuse conical
form, such as Figure 7, may be used for such joints. In all the aforesaid
modes of fitting segments or hemispheres, or cones or cylinders, into corre-
sponding sockets, the improvement is to make smooth and firm working joints,
capable of resisting the strain to which they will be exposed when they are
applied to unite two bodies or half bodies together into one compound jointed
'body, and that without subjecting the vertical bolts by which the two parts of
each joint are connected together to strain, except in the direction of its length.
A small cup may, if required, be made in the top of the bolt to receive oil, with
a lateral hole to conduct the same into the fitting part of the joint. Or another
mode, Figure 9, is to weld or otherwise affix to the supporting plate which is
to be bolted to the woodwork of the body or half body an upright cylindrical
axle, resembling an axle arm, with a screw on the extreme end to receive one
or more securing nuts; the corresponding plate, which is bolted to the other
body or half body, having a box welded or otherwise affixed to it, the interior
of the box being fitted to receive the arm. a, Figure 9, represents the arm;
b, the box to receive it; c, the screw for the nut or nuts to secure the arm a in
the box b. This arm may be of a conical form, or of any suitable curved form,
as is represented, Figure 10. And note.-Respecting Figures 5, 6, 7, and 8,
the upright bolts herein-before mentioned, for passing through the segmental

page_text: hemispherical, conical, or cylindrical projections, and their corresponding
cavities, as before described, may be formed in the same pieces of metal as the
projections, instead of being separate bolts. And note.-In applying any of
these various joints, a pair thereof are to be affixed to the bodies or half bodies,
which are to be connected together into one compound jointed body, both the
centre pins of the pair being in one vertical line, and one above the other, in
the manner of applying hinges on a door and door post, the two joints being
sufficiently apart from each other to enable them to resist the tendency to
disjoint the bodies upwards or downwards by weight or concussion; the
vertical distance, measuring from the top of the upper joint to the bottom of
the lower one, should not be less than twelve inches, unless for an extremely
light weight; but the joints should be placed as far apart as the height and
form of the body will permit. And note.-In applying such joints, the two
joints which form the pair should both part in the same direction, or be the same
way upwards, in order to give a facility for taking the two bodies or half bodies
asunder. In Figure 11, which represents the lowermost of another pair of joints,
the ball or the projection or axle arm of the upper portion m of that joint is
affixed to the upright woodwork of one body or half body, so as to be capable of
sliding up or down thereon towards the corresponding socket part n, which is
bolted to the under side of the woodwork of the other body or half body, and
the two portions m and n of the joint may be held together by a suitable
setting screw O, without any perfortion of either part of the joint. The upper-
most joint of the same pair may be similar to Figure 11, or may be like any
of the other joints, Figures 5 to 10; and my improved construction of springs,
herein-before thirdly mentioned, to be substituted in place of the springs at
present in use for carriages, either as bearing or suspending springs, or for
traction springs, may be formed of a single piece of elastic steel, wood, whale-
bone, or of a combination of two or more pieces bended into a form similar to
that of a bow or a cross-bow for archery, or any convenient form which is
adapted to connect the two ends of the spring by a string or cord, or band or
strap, or chain of metal links, so that the bow being thereby bended to the
requisite strain, and being suitably fastened at its middle to the body of the
carriage, and the said cord having its middle applied and supported by the
axletree, or by the frame of the carriage, the said cord will be slightly
deflected from a right line by the weight which it is so made to sustain, and it
will sustain the weight with an elastic reaction by virtue of the elasticity of the
bow; or otherwise the middle of the cord may be attached by any suitable
mode to the body, and the middle of the bow to the axletree, or to the frame
of the carriage. Such bow springs may be regulated to act efficiently, when

page_text: greater or lesser weights are to be borne on them, by tightening or slackening
the cord so as to increase or diminish the flexure of the bow. This may be
done by means of an adjusting screw eye applied at one or both ends of
the bow, with a nut or nuts whereby the cord may be lengthened, and the bow
less arched, suitably for sustaining a lighter weight, or the cord may be
tightened and the bow more arched for a heavier weight.
One of these bow springs for a light carriage is shown at Figure 12,
Sheet I., as a bearing spring, and Figure 13 represents a similar bow spring,
but to be used as a suspending spring. a, a, Figure 12, is the .bow. spring
complete. Plan B shews the spring plate flatwise; C is one of the thimble
ends made to fit on the end of the spring which may be rivetted into its place,
if necessary; d, the nut screwed on the end of the screw of the eye bolt h,
which bolt is fitted into a suitable square socket in the thimble end; e, e, the
cord, which may be composed of a sufficient number of slightly twisted strands
in one length, wound like a skein or coil through the eyes of the two bolts
h, h, and twisted together; f, f, is a wooden block in two halves, which hold
the cord between them in a double groove, and the two halves of the
block are held together by two of the bolts, which also fix it firm on the axle-
tree; h, h, are the eye bolts for the cord: Figure-18 represents a similar-bow
spring, composed of several plates, but in other respects may be the same as
Figure 12. Figure 13 also explains how a bow spring may be suspended in
a crotchet or pedestal to be erected on the cross bed of a perch carriage, and I
shews where the weight of the body is to be suspended by any suitable
connection at the middle of the cord with elastic reaction. The spring and its
crotchet are shewn sideways and endways in Figure 13. x, x, is the crotchet
with the spring a affixed to it; I is the place where the weight is suspended
on the cord e. And note. Though I have represented this spring as made of
broad and thin plates, which form is usual for carriage springs, the bow may be
made of any other form commonly used in long bows and cross-bows for
archery which will yield the necessary action, the middle part of the bow
, being suitably formed for fixing it in its intended place; and in lieu of cords
leathern straps may be used, and tightened by means of screws, the same as
for cords or else by means of jacks, as commonly employed by coachmakers
for drawing up the leather braces of springs. The advantages gained by the
use of these springs are as follows:-They may be made of a single piece of
steel, which can be perfectly covered with paint or varnish. The ends of the
bow being confined by the cord equally in the downward action of the weight,
and in the upward rebound or reaction of the springs, they are not exposed to
be broken with the same facility as ordinary elliptic carriage springs, the

page_text: strength or resisting power of which is principally in one direction. The bow
spring, with its cord, has equal strength or resisting power upwards or sideways
as downwards, so as to react with a more universal action, even somewhat in a
direction endways of the cord or horizontally backwards and forwards in re-
spect to the advancing motion of the carriage, as well as laterally and vertically
upwards and downwards, and also in various oblique directions compounded
of the before-mentioned motions. The said improved spring, can be readily
adjusted by means of their screws or jacks as aforesaid, so as to suit them. to
sustain different weights, with a corresponding elastic reaction, which cannot
be done in any of the springs in ordinary use. The weight of such springs is
less than for ordinary springs.
And respecting my improved mode herein-before fourthly mentioned, of
constructing axletrees which are intended to be bended or cranked down-
wards in the middle part, the iron work of such axletrees may be strengthened
in the middle part by a combination with wood, applied between two sides,
which are formed of broad iron bar, thin upon edge, and which may be thicker
at its lower edge than at the upper edge of the broad bar, two such iron bars
being formed into the required cranked shape, and united into one at each
end of each crank, where the axle arms are joined on, will leave a space
between them to receive a piece of ash or other timber of sufficient strength,
and by suitable bolts or rivets put through the two iron sides as well as
through the wood at proper places in the length, the compound axletree thus
formed will be lighter in proportion to its strength, and better adapted for
work than could be made with a solid iron bar.
Figure 4, Sheet II., represents the axletree in elevation and also in plan.
a, a, are the axle arms, which are to be fitted into the wheel boxes, and which
may be of any kind in use, as the improvement does not extend to the form
of the axle arms; b, b, are the bolts or rivets for fixing the two iron sides to
the timber which is interposed between them, in the usual manner of side
plates, to strengthen the perches of carriages. The end section shews the bolts
b, b, and the timber d. And note.-Instead of filling the space between the
two iron sides with solid timber, separate blocks of wood or short tubes of iron
may be inserted between the two iron sides, to keep them at a suitable
distance asunder at the places where the uniting bolts or rivets are applied, as
at the letters e, e; in the plan. The advantage gained by the cranked axle
thus made of double iron, thin on edge, whether combined with wood to fill up
the space, or without wood, is that it possesses strength and lightness, and is
applicable to all such carriages as are required to have their bodies hang low,
whether for persons or burdens. Figure 15 shews the manner whereby a

page_text: cranked axle may be formed in three lengths, which are joined together by
bolts at the upright parts of the cranks; the middle horizontal portion m, m,
being straight or nearly so, but bended to vertical or nearly so at each end, and
those upright ends are made double or open to admit the downward bended
part of the arms a, a, between them, and they are fastened together by cross
bolts put through all three parts. And note.-The horizontal middle part
may be made double all its length, as well as at the two upright ends, with
wood interposed and bolted or riveted between the said two parts, or they may
be kept asunder by blocks or tubes of iron at the places of the bolts, in manner
above described.
And my improved construction of two-wheeled carriages, herein-before
fifthly mentioned, to answer the purpose of cabs or cabriolets which ply for
hire in the streets, and which may be also for private use, is represented in
Figures 16, 17, 18, and 19, Sheet II. The use of high wheels is thereby
combined with a very low placed body, which may be either open or closed up
in front at the pleasure of the passengers, and the entrance being from behind
is without risk. The wheels should not be less than from four feet eight
inches to five feet in diameter, and these wheels have a deeply cranked or
bended axletree, formed with flaps or bearings, situated as close as possible to.
the shoulders of the axle arms; and on these bearings two horizontal springs
are fastened, with their ends suitably tapered and curved upwards sufficiently
to sustain the weight of the body and shafts, without being too rigid; from the
two ends of each of these springs the two shafts of wood (or of wood and iron
combined) are suspended by proper shackles and bearers. These shafts are
connected by a transverse draught bar in front, to which the splintree, or else
the trace hooks without a splintree, are attached, but there is no transverse
bar between the shafts at their hinder ends, the space between them being left
open. Between the shafts is fixed the body, which is constructed as lightly as
possible, and it rests on the shafts by its projecting lateral framework, and is
properly bolted or fastened to them. In front of the body is a splashing frame
of a sufficient size to screen the horse. The front of the body, opposite the
passengers, has a window, which may be closed or opened by the passengers;
and the front part of the roof is also made to open with hinges, so that it may
turn back over the other part of the roof, and then the cab will serve as an
open carriage. The entrance to the body is behind, with a close fitting
door, having a bead round it, which will make the doorway shut close.
The inside seat, on which the passengers sit with their faces towards the
horse, is constructed with a part of it to be folded up when the door is
opened, to give room for the passengers for ingress or egress. This cab

page_text: may be driven by the passenger or owner from the inside, or by a driver
from behind, standing on the standard step behind, and he may have a
moveable bar or strap to recline agaiust, like those used for travelling
postchaises, or a moveable seat may be applied to the hinder end of the shaft
or shafts. Figure 16 is a side elevation of such a cabriolet. a is the cranked
or bent axle; b, 6, the horizontal spring; c, the shaft; d, the body; e, the
splashing frame; f, the front window, let down; g, the front of the roof, partly
lifted in its way to turn over; h, h, the hind standard or step, and the support-
ing stay for it; i, the strap behind. Fig. 17 is a vertical section of the same,
with the door open. j is the seat for the passengers; 1 is the door, with the
folding part of the seat attached thereto. The other letters denote the same
parts as in Fig. 16. Fig. 18 is a back elevation. c, the shafts; h, h, the hind
standard; l, the door, with a sliding window in it. A permanent opening may
be left through the middle of the passengers' seat, as shewn in the ground
plan, Fig. 19, the seats being in that case fixed in the two angles x, x.
advantages gained by this construction of cabriolet are ease of ingress and
egress, in consequence of the body being hung low; also safety of ingress and
egress in case the horse should start suddenly, for a person about to enter
would not be liable to be thrown down or injured by the wheel; also there is a
great privacy and entire seclusion from the driver, and the convenience of a
close or open carriage at pleasure; also the driver can continue to hold the
reins securely whilst passengers are entering or getting out; the driver stand-
ing behind is not liable to be thrown or injured in case of the horse falling or
stumbling. And note.-Instead of the mode above-described of opening and
closing the front window, folding glass shutters or sliding windows may be
used, according to convenience.
The
And my improved construction, herein-before sixthly mentioned, of waggons
with four wheels for the conveyance of sacks of coals or corn, or flour or other
merchandize which is usually transported in bales or parcels, boxes or barrels,
or masses of a moderate and uniform bulk, will permit of the use of front
wheels of the same diameter as is usual for the hinder wheels of ordinary
waggons, so that all four wheels will be of equal size, and will also permit the
body or floor of the waggon to be very low or near to the ground. The body
is made in two lengths, jointed together at or near to the middle of the length
of the compound jointed body. The waggon may be constructed either of
wood and iron combined, or of iron alone.
Fig. 20, Sheet II., is a side elevation of the waggon. a is the fore part of
the body; 6, the hind part, the two parts being connected together by the
central joint pin at c, which passes through the bottoms of both parts where

page_text: those bottoms are extended in a circular form, and overlap one upon the other
for the purpose of uniting them, the overlapping parts being made of iron
plate, strengthened as may be requisite with bars rivited to the plate; and d
is a circular rim of wood or iron affixed beneath the bottom of one part, so as
to surround the circular border of the underlapping projecting portion of the
other part, the rim d being adapted for receiving and retaining the edge of
that circular border, and thereby keeping the two overlapping portions together,
so as by them, together with the central joint pin c, to make a firm turning
joint at the middle of the body; and in order to render the same still firmer, a
similar circular rim may be fixed on the bottom inside of one part, to receive
and retain the circular border of the overlapping projecting portion of the
other part. e, e, are the cranked axletrees on which the body rests, each part
of the jointed body on its own cranked axletree; f.f, is a dotted line shewing
strengthening pieces of wood or iron, which are bolted to the under side of
the bottom of the underlapping part of the body, and they extend across the
circular underlapping projecting portion, to fortify the iron plate of which the
same is formed. 9, 9, are iron eyes before and behind to receive suitable joint
pins for connecting the shafts for the horses, which may be thereby attached
to either end, and the waggon will go equally well either end foremost,
which will be a great convenience in the use of such waggons in narrow
crowded streets and passages to wharfs, by avoiding the necessity of turning
the waggon round. Figure 21 is a plan showing the circular end of the
iron plate bottom of one part of the compound body where the same
projects and overlaps the bottom of the other part, with a semicircular curve
around the central turning bolt at c, and similarly to the circular projecting
end of the bottom of the other part of the body, where the same underlaps
beneath the bottom of the first-mentioned part. Fig. 22 is an end elevation
of the same waggon, shewing the mode in which the body rests in the cranked
axletree. This Figure is a representation of either end of the waggon, both
ends thereof being alike. This waggon is represented with the body con-
structed of sheet iron, but it may be made of wood, if preferred. The upright
sides of the waggon do not quite meet at the middle part, where the two
portions of the body join together, but they leave a narrow opening, as shewn
at in the Figures, and either of which openings will become wider at one
side when the jointed body is bended to an angle at that side, and when so
widened the said opening will serve to load and unload the waggon at the
middle part; springs may be applied to this waggon, if required. The advan-
tages attained by the use of this waggon are, facility of turning about in narrow
streets, and of progressing with either end foremost when required;. greater

page_text: ease of loading and unloading, owing to the floor being so near the ground,
and greater ease of draught, owing to the large diameter of the front wheels.
And my new construction, herein-before seventhly mentioned, of carriages to
travel on railroads is represented in Sheet III. Each four-wheeled carriage is
composed of two separate framed bodies or half bodies properly trussed every
way with diagonal braces, each such body or half body being supported on a
separate pair of wheels, both wheels of such pair being fixed fast on their
axis, so that it will turn round with the wheels in the ordinary manner of rail-
way carriage wheels. The said two bodies or half bodies are connected by
joints or centres of motion at the floor and at the roof, so that each four-
wheeled carriage will have a compound jointed body. The horizontal axis of
each pair of wheels is placed across beneath the centre of the body or half
body which it is to support, and with the intervention of springs, if required;
but so that the weight of the body or half body may be evenly balanced on
its supporting axis. In a four-wheeled railway carriage of this kind with a
jointed body, the axles may deviate from parallelism with each other as much
as they can require to do when the railway on which they run is a curvilinear
course; the connecting joints will permit a lateral bending of each body, but
not a vertical bending. Two half bodies may be thus connected together to
form one interior, if required, and their junction may, if desired, be closed in
with leather or cloth-work, in the manner of the omnibus hercin-before
described. Each such four-wheeled carriage with a jointed body is to be
connected with its preceding and following carriage by the usual means of
connecting several railway carriages into a train, and which will permit the
several carriages as they follow one after another to adapt themselves to
eurvatures of the lines of rails; but by my improvement each four-wheeled
carriage has its own power of like adaptation of its own four wheels. Note.―
It is usual to apply springs to the connecting links by which the several
carriages of a train are joined together, in order to moderate the snatches at
first starting into motion. For the like purpose, I apply my improved adjusting
bow spring, herein-before described, to be interposed between the said connect-
ing links and the body of the carriage, in order that, by its yielding, it may
soften the snatch of urging the carriages into motion, as well as tend to
diminish the shock with which the buffers of the several carriages run one in
contact with another when they are stopping. For passengers' carriages I
prefer to pass the axles across through openings left in each of the bodies
or half bodies above the bottom framework thereof, and only a very little
below the level of the seats for the passengers. The springs which sustain
each body on the bearings. of its own axle being affixed to a strong cross

page_text: piece of wood or metal passing through the body from side to side beneath
the diagonal framing, and in the top of the opening for the axle, and the
train thus constructed will freely move along a curved railroad, being
formed of mechanical vertebræ, something like the back bone of an animal;
and for the better guidance of the wheels of carriages used on railroads,
which guidance is inefficiently performed by the flanges when travelling with
great velocity, I apply horizontal guide wheels to each carriage at intervals
corresponding to the distance of the running wheels, the edges of the guide
wheels being opposite to the lateral edges of the rails inside or between
the two rails, so that whenever the carriages incline to either side the guide
wheels will bear against the edges of the rails, and with little, friction restore
them to their proper position. These horizontal guide wheels may be of
about one-fourth the diameter of the running wheels; the circumferences of
the guide wheels being coned and flanged the same as the running wheels
commonly used on railroads, or they may be simply coned without flanges,
always keeping the flange or the largest diameter of the cone (and which flange
is at the under side of the horizontal guide wheel), so that on touching the rail,
the guide wheels will have a tendency to clip beneath the inside edge of the
rail, and prevent the vertical running wheels jumping up from off the top
surface of the rail.. When these guide wheels are used, the flanges on the
vertical running wheels may be dispensed with, and their surface be left a plain
cone with the smallest diameter outwards, as usual in railway wheels. The
said guide wheels are to be applied on vertical axes, the upper ends of which
are affixed to the bearing sockets for the main axles, so that the upper sides of
the horizontal guide wheels will always continue at the same level as the rails,
so long as the vertical running wheels continue in contact with the rails; and
I apply these horizontal guide wheels to locomotive engines as well as the train
carriages; and in order that the axle bearings of the running wheels should be
continually supplied with oil poured over their rubbing surfaces, I make the
lower half of the bearing brasses with a chamber below the level of the under
side of the axis, forming a half cylindrical reservoir for oil of considerable width,
and then in the upper half or bearing brass I make a corresponding circular
recess, but of only a very narrow width, to admit the passage of a small piece
of metal, which I call a dipper, fastened into the axis, and projecting from it,
so that as the axis revolves the dipper goes round with it, and continually
passes through the oil contained in the lower half brass, and lades up a small
portion thereof to the upper side of the axis, whence it passes between the
bearing surfaces, and all surplus returns into the chamber or reservoir below
with but little waste. The advantages of this new construction of railway

page_text: carriages are as follows:-A saving of weight, because the heavy under frame-
work to support the body is totally dispensed with; avoiding of concussion
owing to the train being less heavy; lessening of risk of accident by the centre
of gravity being placed low, so as to diminish the chance of the carriages
running off the rails; a diminution of friction by the flexibility of the train;
and avoiding the use of flanges on the running wheels, by means of the hori-
zontal guide wheels; diminishing the lateral strain on the wheels by the
horizontal guide wheels being substituted for the flanges in common use;
capability of running on curves of less radius than is practicable with carriages
having the axles permanently parallel.
Figure 23, Sheet III., is a longitudinal elevation of the railroad train.
a, a, a, a, are the vertical joints, permitting a lateral bending of the body of.
each four-wheeled carriage; b, b, b, are the connections between the several
four-wheeled carriages, as usual; c, c, c, c, are bow springs, supported by having
their cords attached to the bearings of the axles. The horizontal guide wheels
are omitted in this Figure. Figure 24 is the same train viewed from the under
side. a, a, are the vertical joints; b, b, b, are the connections. The joints and
connections are affixed to the bottom by diagonal straps of iron; d, d, d, d, are
the horizontal guide wheels. Figure 25 is an end elevation of the same train.
d, d, are the horizontal guide wheels; h, h, their upright axles; k, a horizontal
cross bar to sustain the lower ends of those axles; 1, 1, the running wheels
coned, but without flanges. Figure 26 is an inside view of the lateral frame-
work, and the mode of attaching the upright axles h, h, of the horizontal guide
wheels to the axle bearings of the running wheels 1,1; c is the bow spring; m,
the cord; h, the vertical axle; n, the longitudinal main floor timber; p, a con-
nection to hold the frame to the upright axis h, but permitting the frame n to
move up and down to suit the action of the springs; k, the horizontal cross bar
for coupling the two vertical axes h, h, together. Figure 27 is a section of the
bearing brasses, to shew the oil chamber and the dippers fixed to the axle. α
is the axle; b, b, are two dippers, which rovolve with the axle within a suitable
narrow crevice in the upper brass; c is the level at which the oil rests in the
chamber; d, a screw pin at the top to supply oil; e, e, screws to take the under
brass bearing away to clean it; f, f, shackles bolted to the brass bearing to
receive the cords c, or links of the bow spring, and thereby to attach the cord
of the bow to the bearing of the axle. Figure 28 is a cross section of the
same bearing brasses, the same letters being used to denote the same parts as
in Figure 27.
Having now described my said improvements in wheel carriages, and the
manner of performing the same, I, the said William Bridges Adams, do hereby
R

page_text: declare that the new Invention, whereof the exclusive is is granted to me by
the aforesaid Letters Patent, is as follows::
t
Firstly, the improved construction; herein-before described, in the body of
an omnibus, by making the same in two parts or half bodies, whereof each
one is mounted with suitable springs on its own axletree and pair of wheels,
which may be all four of large diameter, and the said two parts or half bodies
being connected together by joint work at the floor and at the ceiling of the
body, in order to permit the fore and hind axletrees to depart from their
accustomed parallelism to each other, when requisite for the purpose of turning
or moving in a curved course, the manner of joining the two parts or half
bodies being adapted for leaving a free passage along the floor of the compound
jointed body, from one end of the interior thereof to the other, whether the
said jointed body is bended at an angle or not.
Secondly, the improved construction, herein-before described, of joints or
centres of motion, for uniting two half bodies or bodies of four-wheeled
carriages into one compound jointed body, which joints have a prominence on
the upper half or portion thereof, accurately fitted into a corresponding hollow
cavity in the lower half or portion of the same joint:
Thirdly, the improved constructions, herein before described, of springs for
wheel carriages, consisting of a bended bow, of any eligible elastic material,
the two ends of which are connected by an elastic or non-elastic cord, strap,
band, or chain of metal links,, the middle part of the bow being affixed to
that part of the carriage which is provided for supporting the spring, and the
weight of the body of the carriage being supported by the middle of the cord
of the bow, or vice versa'; the middle part of the cord may be suspended on
the support, and the middle part of the spring may be affixed to the body,
and the tension of such spring being capable of increase or diminution at
pleasure by tightening or slackening the cord by screws or jacks, or other
equivalent means.
Fourthly, the improved construction, herein-before described, for the middle
part of cranked or bended axletrees, by making the same of two broad but
comparatively thin bars, disposed edgeway upwards, with a space between
them, which may be filled up with wood, and bolted or rivetted together in-a
similar way to that used in the construction of the compass, or serpentinė perches
of ordinary carriages, or else keeping the said two bars at their intended
distance asunder by blocks of wood or tubes of iron at the several places
where their connecting bolts are applied; and also by making, cranked or
bended axles in parts, to join together by overlapping at the upright parts
of the bends, and fastening by bolts, as herein-before described.

page_text: Fifthly, the improved construction, herein-before described, for a two-
wheeled cabriolet, to be drawn by one horse, and to be driven by a person
behind the body, the reins passing over the roof, the driver either standing on
a board or being seated, or reclining against a strap or bar situated behind the
entrance door, which is at the back of the body; the front part of the body
having a window, which, together with part of the roof, can be opened or closçil
at pleasure.
Sixthly, the improved construction, herein-before described, of four-wheeled
waggons, for the conveyance of suitable burdens, with a compound jointed
body made in two parts, the floor of one part lapping over the floor of the
other part, and the overlapping parts being united by a central turning bolt
put through both parts to form the joint of the compound jointed body, that
joint being near the middle of the length between the two axletrees, the
axletrees being bended or cranked downwards, to cause the burden to be
carried very low or near to the ground, and the burden being loaded or
unloaded at an opening in one side or other, near the middle of the length.
Also the four wheels being all full-sized wheels, and the waggon being adapted
to go either end foremost.
Seventhly, the new construction, herein-before described, for carriages for
the conveyance of passengers or goods on railways, each four-wheeled carriage
being composed of two framed bodies or half bodies, united together by joint
work, and each such body being poised on one axle, with one pair of wheels,
and thus forming a compound jointed body on four wheels, and which body
may be with or without a passage way along the interior thereof. Also the
application of horizontal guide wheels, to retain the running wheels upon the
rails, and the application of revolving dippers in an oil chamber at the lower
part of the axle bearings, to carry up oil for the supply of the uppermost
bearing.
In witness whereof, I, the said William Bridges Adams, have hereunto
set my hand and seal, this Twentieth day of April, One thousand
eight hundred and thirty-seven.
WILLIAM BRIDGES (L.s.) ADAMS.
Signed and sealed by the said William
Bridges Adams, in the presence of

page_text: AND BE IT REMEMBERED, that on the Twentieth day of April, in the
seventh year of the reign of His Majesty King William the Fourth, the said
William Bridges Adams came before our said Lord the King in His Chancery,
and acknowledged the instrument aforesaid, and all and every thing therein
contained and specified, in form above written. And also the instrument
aforesaid was stamped according to the tenor of the Statute made in the fifty-
fifth year of the reign of His late Majesty King George the Third.
Inrolled the Twentieth day of April, One thousand eight hundred and
thirty-seven.