Year: 1888

page_text: Date of Application, 9th Feb., 1888
Complete Specification Left, 9th Nov., 1888
Complete Specification Accepted. 8th Feb., 1889
L, GEORGE BARKER of Glendale House Small Heath in the County of Warwick
Consulting Engineer do hereby declare the nature of my said invention to be as
follows:-
This invention has for its object improvements in wheels for running on both roads
and rails and refers to wheels constructed either to be very stable and stiff or to be
very elastic either in the tread only and in the body and tread or hard upon the trend
and elastic in the body. I will in the first part of my explanations keep in mind
wheels specially suitable for velocipedes or light purposes to illustrate the principle.
Velocipede wheels are now usually made either from a piece of solid metal of
U shape to receive the round india rubber tyre or the rim is formed from thin sheet
metal so worked as to leave a more bulky but hollow and stiffer tyre but otherwise of
similar outline and with the hollow in the periphery to receive the round india-rubber
tyre. This class of rim held by wire spokes in tension to a boss having external
flanges at each side to receive the said spokes constituted what was known as the
spider wheel and superseded the wheels used some 16 to 20 years ago which were
made of wood felloes and arms with wood boss the whole being held together by an
iron or steel band of metal which constituted a wheel of great stiffness and stability
and of hard tread. The introduction of the spider wheel commenced a new era in the
construction of velocipedes and wheels of very large size were soon introduced
especially for bicycles as the spokes being in tension instead of compression-which
was the case in the old wood arms before described-allowed almost any diameter to
be reached without much extra weight or weakness the only point of difficulty in the
larger diameter being the extra width or length of the boss to ensure the wheel
against buckling up under side strain as for instance when the machine leaned
extremely in turning corners or in falling on to its side but otherwise these wheels
have been so perfectly constructed with light spokes as to be almost as unyielding as
a solid wheel and indoed would bear almost any strain without appreciable deflection.
Such wheels were increased in weight by the round solid rubber tyre necessary to
afford a soft tread which has been a most important feature in them and on account of

page_text: this extra weight the tyres have been gradually reduced in diameter and the Urim in
width until such wheels will go into and fasten themselves in such hollows in the
road as tram rails and between the bars of gratings and especially is this danger
experienced where Cable Tramways are used as such narrow rimmed wheels will sink
entirely therein until prevented by the spokes from going further thus causing the
greatest danger to the rider or riders. I construct wheels to meet these and other
difficulties as follows:-
In dealing with the present wheels I make the boss narrower without sacrificing
stability by constructing it of double T or H section, the tail of the Tor bar of the H
becoming a distance stiffening piece which increases chiefly the diameter of the boss
and offers great facility to pass the ends of the spokes through each flange behind
which a nut or nuts may be operated with very great facility which is no small
matter. This special boss may be formed by casting from a pattern or by an outer
and inner welded T ring or by the H section before mentioned or in a very simple
manner by bent pressed or stamped sheet metal rings or discs which would be of a
channel or U section with the back of the channel or the base of the U brought back
to back and secured together either upon a centre tube to receive the axle or by
centre rivets or by both. These bent plates may also be greatly lightened out where
they meet back to back and brass or other metal eyelets may be turned around the
edges to secure them together and to form an attractive and effective binding or the
rivets may be used between the holes or both together. The U or channel sections
may be so curved as to give a most graceful curve and finish for the boss and spindle
and the backs may run together for some distance or only touch at one point the outer
edges opening out into any required shape or finish such as a continuous bell mouth
thus again forming flanges or curves to which the spokes may be fastened. By this
means also the confusion of so many spokes concentrating in a very small space is
avoided and ample room to use a spanner is obtained. In completing the wheel
without much real departure from the present conditions I roll the rim of a channel
shape which allows of two recesses under the rubber tyre one on each side through
which the spokes are either passed with a head or hooked through in such a manner
that they alternately support the riu on each side and not at the centre the spokes
thus crossing each other so as to obtain the same or a greater angle of inclination.
The same effect may be produced by an outer flange at each side either from the edge
of the rim or under the edge at any point to the base of the body and it may be
produced either from solid rolled metal or sheet rings stamped or spun.
".
The rims may also be produced by say four rings of wire fixed inside the junctions
of such sheet rims so as to strengthen them and to sustain the main work whether
tension or compression.
For the purpose also of maintaining a given inclination in the spokes 1 may
introduce a false rim or rims between the rim proper or tyre and the boss which may
be either sheet metal or lattice work and thus the length of the spokes would be
greatly reduced with less liability of buckling or shaking and without loss of stiffness.
The spokes or bracing wires may in this case cross ono side of the rim to the opposite
side of the boss and from rim to rim or ring to ring for they really may be con-
structed of wire rings with stretchers between them or if there were a series first two
wire rings kept apart and then one at the centre and then two and so on. Or the
wheel may be built with a boss either plate or casting with an intermediate ring
kept by tension spokes upon which compression springs or spokes would rest thus
supporting the rim proper upon compression spokes or springs.
These springs
would act well in the shape of the Figure 8 the round baso resting in the ring
and the top under the rini. This form would work well with an inverted rim to
form a hollow for the top of the 8 shaped springs. These springs may however
be made a great variety of shapes such as oval, round, or egg shaped or a continuous
coiled spring may be bent round upon such a ring and the rim thus affording in
any case great elasticity of tread. These spring spokes may run from the rim proper
to the boss without an intermediate ring or rings and thus very great clasticity
may be obtained also in couie cases I muy entirely dispenso with a rim altogether and

page_text: so arrange my spring spokes as to form practically a continuous tread and the
required amount of stiffness may be imparted by circular sides or tread wires and the
spokes may as they are bent or circled over be carried in a slanting direction upon
the tread which makes it practically continuous.
The mode of dealing with 8 shape or other spring spokes will determine their
elasticity as the ends of the wire formning the bottom of the 8 at the boss may abut or
lap each other sideways or the ends may finish straight without forming the bottom of
the 8 which would be a stiffer kind or a very elastic form would be by a curl round
of each end in the boss or under the rim. Recesses or flutes may be formed in the
sides of the boss internally or externally to receive the arms. Softness and silence
may always be ensured by a lining of felt leather, rubber, wood or other similar
materials and soft pads may be used at any junction. The ends of the spokes may
finish with a nut or otherwise through a flange so as to be set up or tightened. The
width of such wheels would be determined according to the roads but generally
speaking I approve of wheels with a sufficiently wide rim at anyrate at its base to not
enter into any tram rail groove or niche in the road and this would be the case with a
spring or tread say 14 to 2 inches or thereabouts more or less according to con-
struction. On the top of these springs I may place a perfectly stiff and rigid rim if
I choose so that the elasticity would be afforded without altering the true circle of the
rim or I may put simply a thin steel flexible band over them or merely a leather or
canvass or other flexible band or only a few rings of wire or a simple elastic band flat
in section or thicker in the middle tapering to its edges or an elastic band woven with
or mounted upon wire rings or plaited wire or gauze so as to form a tough but elastic
tread for the wheel. It will be clearly understood that the amount of flexibility may
be determined entirely by the strength and form of the compression spring spokes or
partly by them and partly by the rim or tread or side wires as well as by a system of
diagonal or binding wires or the spring or other arms may cross each other. A wheel
constructed with wire spokes in compression and with intermediate wire rings and
sufficient binders may run safely either upon the wire tread itself or with a thin
medium of clastic or soft material or with a stiff rim. One of my forms of reversed
rims would be that of an inverted V rather obtuse in its angle for average good
roads but for harder ones more acute and this a fair width at its base would be
safe to run over anything such as stones, sand, mud, etc. etc. as upon hard roads
the angle would scarcely enter or mark the road at all whereas on a softer road it
would sink to a sufficient bed without undue friction and in a tram rail or slot it
would simply enter until a bearing is reached and thus under almost any conceivable
conditions this wheel would be safe. If the trend is direct upon the metal holes
may be punched through the apex of the angle to give a bite on the road and to
lighten the rim and the sides of the rim may also be perforated to lighten or give a
bite. Conical holes would be best and then the mud would not stick in. Modifi-
cations of shape between the simple angle and flat may be adopted such as two
circular sides meeting at an angle or with the acuteness of the angle rounded away a
little I may add to such inverted or flat rims leather strips either continuously or in
sections which may be fastened either with screws or rivets or wire or other stitches
and these strips may be much narrower than the rim so as to form the tread under
most ordinary circumstances on good roads but where they are bad the extra width of
rin whether circular V or other shape would come into use. These rims may also be
formed with a dovetail or other groove into which suitable sections of leather rubber
would slide to form the tread. The rim or tread may also be formed of two or more
rubber rings or bands set in suitable rolled grooves or recesses in either a rather flat
or externally rounded ring so that on good roads the tread would be soft upon the
rings and upon soft roads the full width or rings and rim would be available. These
rings may be used for either spring spokes or tension spokes. In any of the cases
I may run direct upon the metal or with a soft medium to deaden sound but not
necessarily for elasticity because I can obtain sufficient generally from my new mode
of constructing the body. When these wheels are properly constructed and the
strength of the parts well arranged the wheel will be fairly firm and stable when a

page_text: rider sits quietly upon the machine but immediately imperfections in the road are met
the concussions will be sufficient to deflect the elastic parts arms and parts thus
allowing the machine to adapt itself to any amount of roughness because of the large
range of travel in the spring arms available according to this mode of construction.
1 may thus in many cases entirely dispense with the springs under the saddles and
with spring spindles and other spring parts as both treadles saddle handle or handles
and indeed every portion of the machine will be equally benefited by these elastic
wheels. For very sensitive wheels I may use spring wires sewn into canvass or thin
leather or elastic material or even entwined therein. A very stiff and serviceable
wheel may also be made by an inverted V or U tyre with lattice wires worked like
net work. In the case also of the present wheels where the spokes concentrate to a
centre line under the rim I may use light wires by the introduction of one or more
wire rings between or I may stiffen and support such light spokes by canvass silk or
other facing discs or such discs without the wire.
In the case of a Railway or Tramway whool I should generally prefer to make the
rim from stiff steel with the boss formed with a plate on one side forming a half.cup
at its edge and a separate plate or ring to screw against it or them on the other side
so as to complete the cup or recess or recesses in which I place my spring whether
metallic or rubber or a combination of each and there may be one spring on cach side
or only one at the centre but in the case of one at each side they allow of a Trim
with as well upon the tail of the T to prevent in case of a damaged tyre any part
from flying away.
The effect of such elastic wheels would be most beneficial upon the rolling stock and
road besides the increased steadiness to passengers or merchandise. Of course the
compression springs previously explained may be used in these casos also but of very
much heavier sections but I am convinced that the steel tyres of railway and tram
wheels may be greatly reduced in weight by this construction as a little elasticity of
tread would reduce the effect of the constant concussions besides preventing the
crystallization of the metal which sometimes takes place. The lateral hardness is also
by this means compensated to a great extent as the same springs allow the tyre side
elasticity and they may therefore be run rather tighter in gauge.
In ordinary road wheels considerable improvement is effected by the spring
compression tyres as well as by the inverted U, V, or channel section of metal with
tension tyres. Generally speaking I do not think that very thick and heavy tyres are
advisable but I rather approve of hollow tyres so formed as to allow the springy or
soft inner medium to be admitted to a position as near the tread surface as possible
which counteracts the hammering effects as the springs become the anvils on one side
at any rate. The tyre may also be formed from a bent plate or rolled from solid so
that the ends are carried round under the tread making the rim itself to form a spring
even without any other elastic medium though prefer both and the amount of
elasticity in this case will depend upon the curl of the metal and the freedom of the
ends and parts to move. The bent spring spokes may be used with this form or it
may be put upon an inner solid ring with ordinary arms thus depending upon the tyre
only for spring.
In reference to a metallic or hard surface tread as against a soft surface tread in
the case of my inverted rims I may perforate them as already explained and some of
the perforations may be used for the insertion of buttons or rivets having leather
heads or rubber or other heads that would deaden the sound or metallic heads may be
used in case of the purpose being ready renewal and thus the wheel would run on a
sories of heads which would prevent slipping. In case of wire treads or 'net-work
the junctions would be often sealed with metallic rings or caps pressed together over
the junctions say of brass or other metal which would add to the finish of the wheels.
In the case of complete wire wheels built from a boss or rings coupled together
by radial rods or network the junctions may be either made with these capsule
junctions or with binding wire or by casting junction pieces upon them and the !
tread may consist of a single solid wire or tube or several wires. I may also lay
a number of wires whether bent as a spring or otherwise in a mould and cast and

page_text: unite the ends to the boss or to any intermediate part by either brass or other cast
metal which would be a very cheap mode of construction for perambulators the wheels
of basket carriages and other cheap wheels.
To impart elasticity to the present stiff Cycle wheel I may bend some portion of the
spokes into a coil of several turns whether axially or horizontally and these may be
near the boss or rim or at any intermediate part or 1 may introduce a separate coiled
spring into the arms and these modes may be used either with the present boss or
with tho special ones explained. In other cases the flange of the stamped bosses may
be so shaped as to give a certain amount of elasticity without altering the present
spokes or I may introduce the springs or a spring at the boss upon which the spokes
would act thus allowing the rim to either move bodily or to bend to a certain extent
which is always possible even with the present sections if not made too deep or heavy.
At the rim there is moro room for the introduction of springs and they may be readily
applied there without much alteration in the present construction.
Dated this 8th day of February 1888
GEORGE BARKER,
77, Colmore Row, Birmingham.

page_text: COMPLETE SPECIFICATION.
Improvements in Wheels for Running on both Roads and Rails.
I, GEORGE BARKER, of Glendale House, Small Heath in the County of Warwick,
Consulting Engineer, 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 :-
This invention has for its object improvements in wheels for running on both roads
and rails and refers to wheels constructed either to be very staple and stiff or to be
very elastic either in the tread only and in the body and tread or hard upon the tread
and elastic in the body. I will, in the first part of my explanation keep in mind
wheels specially suitable for velocipedes or light purposes to illustrate the principle.
Velocipede wheels are now usually made either from a piece of solid metal of
U shape to receive the round india-rubber tyre or the rim is formed from thin sheet
metal so worked as to leave a more bulky but hollow and stiffer tyre but otherwise of
similar outline and with the hollow in the periphery to receive the round india-rubber
tyre. This class of rim held by wire spokes in tension to a boss having external
flanges at each side to receive the said spokes constituted what was known as tho
spider wheel and superseded the wheel used some 16 to 20 years ago which were
made of wood felloes and arms with wood boss the whole being held together by an
iron or stool band of metal which constituted a wheel of great stiffness and stability
and of hard tread. The introduction of the spider wheel commenced a new era in the
construction of velocipedes and wheels of very large size were soon introduced
especially for bicycles as the spokes being in tension instead of compression-which
was the case in the old wood arins before described-allowed almost any diameter to
be reached without much extra weight or weakness, the only point of difficulty in the
larger diameter being the extra width or length of the boss to ensure the wheel against
buckling up under side, thon, as for instance when the machine leaned extremely in
turning corners or in falling on to its side but otherwise these wheels have to bo so
perfectly constructed with light spokes as to be almost as unyielding as a solid wheel
and indeed would bear almost any strain without appreciable deflection. Such wheels
were increased in weight by the round solid rubber tyre necessary to afford a soft
tread which has been a most important feature in them and on account of this extra
weight the tyres have been gradually reduced in diameter and the U rim in width
until such wheels will go into and fasten themselves in such hollows in the road as
tram rails and between the bars of gratings and especially is this dunger experienced
where cable Tramways are used as such narrow rimmed wheels will sink entirely
therein until prevented by the spokes from going further thus causing the greatest
danger to the rider or riders. I construct wheels to meet these and other difficulties
as follows:-
In dealing with the present wheels I make the boss narrower without sacrificing
stability by constructing it of double T or H soction the tail of the T or bar of the H
becoming a distinct stiffening piece which increases chiefly the diameter of the boss

page_text: and offers great facility to pass the ends of the spokes through each flange behind
which a nut or nuts may be operated with very great facility which is no small
matter. This special boss may be formed by casting from a patten or by an outer
and inner welded T ring or by the H section before mentioned or in a very simple
manner by bent pressad cr stamped sheet metal rings or discs which would be of a
channel or U section with the back of the channel or the buse of the U brought
back to back and secured together either upon a centre tube to receive the axle or
by centre rivets or by both. These bent plates may also be greatly lightened out
where they meet back to back and brass or other metal eyelets may be turned around
the edges to secure them together and to form an attractive and effective binding
or the rivets may be used between the holes or both together. The U or channel
section may be so curved as to give a most graceful curve and finish for the boss and
spindle and the backs may run together for some distance or only touch at one point
the outer edges opening out into any required shape or finish such as a continuous
bell mouth thus again forming flanges or curls to which the spokes may be fastened.
By this means also the confusion of so many spokes concentrating in a very small
space is avoided and ample room to use a spanner is obtained. In completing the
wheels without much real departure from the present conditions I roll the rim of a
channel shape which allows of two recesses under the rubber tyre one on each side
through which the spokes are either passed with a head or hooked through in such a
manner that they alternately support the rim on each side and not at the centre the
spokes thus crossing each other so as to obtain the same or a greater angle of
inclination.
The same effect may be produced by an outer flange at each side either from the
edge of the rim or under the edge at any point to the base of the body and it may be
produced either from solid rolled metal or sheet rings stamped or spun.
The rims may also be produced by say four rings of wire fixed inside the junction
of such sheet. rims so as to strengthem them and to sustain the main work whether
tension or compression.
For the purpose also of maintaining a given inclination in the spokes I inay
introduce a false rim or rims between the rim proper or tyre and the boss which may
be either sheet metal or lattice work and thus the length of the spokes would be
greatly reduced with less liability of buckling or slinking and without loss of stiffness.
The spokes or brace wires may in this case cross one side of the rim to the opposite
side of the boss and from rim to rim or ring to ring for they really may be con-
structed of wire rings with stretchers between them or if there were a series, first two
wire rings kept apart and then one at the centre and then two and so on. Or, the
wheel may be built with a boss either plate or casting with an intermediate ring kept
by tension spokes upon which compression springs or spokes would rest thus supporting
the rim proper upon compression spokes or springs. These springs would act well in
the shape of the figure 8 the round base resting in the ring and the top under the
rim. This form would work well with an inverted rim to form a hollow for the
top of the 8 shaped springs. These springs may however be made a great variety
of shapes, such as oval, round or eggshaped or a continuous coiled spring may be
bent round upon such a ring and the rim thus affording in any case great elasticity
of tread. These spring spokes may run from the rim proper to the boss without
any intermediate ring or rings and thus very great elasticity may be obtained also
in some cases I may entirely dispense with a rim altogether and so arrange my
spring spokes as to form practically a continuous tread and the required amount of
stiffness may be imparted by circular sides or tread wires and the spokes, may,
as they are bent or circled over be carried in a slanting direction upon the tread
which makes it practically continuous. The mode of dealing with 8 shaped or other
spring spokes will determine their elasticity as the end of the wire forming the
bottom of the 8 at the boss may abut or lap each other sideways or the ends may
finish straight without forming the bottom of the 8 which would be a stiffer kind, or
a very elastic form would be by a curl round of each end in the boss or under
.the rim.

page_text: Recesses of flutes may be formed in the sides of the boss internally or externally
to receive the arms. Softness and silence may always, be ensured by a lining of felt,
leather rubber wood or other similar materials and soft pads may be used at any
junction. The ends of the spokes may finish with a nut or otherwise through a
flange so as to be set up or tightened. The width of such wheels would be determined
according to the roads but generally speaking 1 approve of wheels with a sufficiently
wide rim at any rate at its base to not enter into any tram rail groove or niche in
the road and this would be the case with a spring or tread say 1 to 2 inches or
thereabouts more or less according to construction. On the top of these springs I
may place a perfectly stiff and rigid rim if I choose so that the elasticity would be
afforded without altering the true circle of the rim or I may put simply a thin steel
flexible band over them or merely a leather or canvas or other flexible band or only a
few rings of wire or a simple elastic band, flat in section or thicker in the middle
tapering to its edges or an elastic band woven with or mounted upon wire rings or
plaited wire or gauze so as to form a tough but elastic tread for the wheel. It will be
clearly understood that the amount of Hexibility may be determined entirely by the
strength and form of the compression spring spokes or partly by them and partly by
the rim or tread or side wires as well as by a system of diagonal or binding wires or
the spring or other arms may cross each other. A wheel constructed with wire
spokes in compression and with intermediate wire rings and sufficient binders may
run safely either upon the wire tread itself or with a thin medium of elastic or
soft material or with a stiff rim. One of my forms of reversed rim would be that of
an inverted V rather obtuse in its angle for average good roads but for harder ones
more acute and thus a full width at its base would be safe to run over anything
such as stones, sand, mud, etc. etc. as upon hard roads the angle would scarcely enter
or mark the road at all whereas on a softer road it would sink to a sufficient bed
without undue friction and in a tram rail or slot it would simply enter a bearing is
reached and thus under almost any conceiveable conditions this wheel would be safe.
If the tread is direct upon the metal holes may be punched through the apex of the
angle to give a bite on the road and to lighten the rin and the sides of the rim may
also be perforated to lighten or give a bite. Conical holes would be best and then
the mud would not stick in.
Modifications of shape between the simple angle and flat may be adopted such as
two circular sides meeting at an angle or with the acuteness of the angle rounded
away a little.
I may add to such inverted or flat rims leather strips either continuously or in
sections which may be fastened either with screws or rivets or wire or other stitches
and these strips may be much narrower than the rim so as to form the tread under
most ordinary circumstances on good roads but where they are bad the extra width
of rim whether circular, V, or other shape, would come into usc. These rims may
also be formed with a dovetail or other groove into which suitable sections of leather
or rubber would slide to form the tread. The rim or tread may also be formed of
two or more rubber rings or bands set in suitable rolled grooves or recesses in either
a rather flat or externally rounded ring so that on good roads the tread would be
soft upon the rings and upon soft roads the full width of rings and rim would be
available. These rings may be used for either spring spokes or tension spokes. In
any of the cases I may run direct upon the metal or with a soft medium to deaden
sound but not necessarily for elasticity because I can obtain sufficient generally
from my new mode of constructing the body. When these wheels are properly
constructed and the strength of the parts well arranged the wheel will be fairly firm
and staple when a rider sits quietly upon the machine but immediately imperfections
in the road are met the concussions will be sufficient to deflect the elastic parts, arms
and parts thus allowing the machine to adapt itself to any amount of rougliness
because of the large range of travel in the spring arms available according to this
mode of construction. I may thus in many cases entirely dispense with the spring
under the saddles and with spring spindles and other spring parts, as both treadle
saddle handle or handles and indeed every portion of the machine will be equally

page_text: benefited by these elastic wheels. For very sensitive wheels I may use spring wires
sown into canvass or thin leather or elastic material or even entwined therein. A
very stiff and serviceable wheel may also be made by an inverted V or U tyre with
lattice wires worked like network. In the case also of the present wheels where the
spokes concentrate to a centre line under the rim I may use light wires by the
introduction of one or more wire rings between or I may stiffen and support such
like spokes by canvass silk or other facing discs or such discs without the wire.
In the case of n Railway or Tramway wheel I should generally prefer to make the
rim from stiff steel with the boss formed with a plate on one side forming a half cup
at its edge and a separate plate or ring to screw against it or them on the other side
so as to complete the cup or recess or recesses in which I place my spring whether
metallic or rubber or a combination of each and there may be one spring on each side
or only one at the centre but in the case of one at each side they allow of a T rim
with a swell upon the tail of the T to prevent in case of a damaged tyre any part from
flying away. The effect of such elastic wheels would be more beneficial upon the
rolling stock and road besides the increased steadiness to passengers or merchandise.
Of course the compression springs previously explained may be used in these cases
also but of very much heavier sections but I am convinced that the steel tyres of
railway and tram wheels may be greatly reduced in weight by this construction as a
little elasticity of tread would reduce the effect of the constant concussion besides
preventing the crystallization of the metal which sometimes takes place. The lateral
hardness is also by this means compensated to a great extent as the same springs
allow the tyre side elasticity and they may therefore be run rather tighter in gauge.
In ordinary road wheels considerable improvement is effected by the spring com-
pression tyres as well as by the inverted U, V or channel section of metal with
tension tyres. Generally speaking I do not think that very thick and heavy tyres
are advisable but I rather approve of hollow tyres so formed as to allow the springy
or soft inner medium to be admitted to a position as near the tread surface as possible
which counteracts the hammering effects as the springs become the anvils on one side
at any rate. The tyre may also be formed from a bent plate or rolled from solid so
that the ends are carried round under the tread making the rim itself to form a spring
even without any other elastic medium though I prefer both and the amount of
elasticity in this case will depend upon the curl of the metal and the freedom of the
ends and parts to move. The bent spring spokes may be used with this form or it
may be put upon an inner solid ring with ordinary arms thus depending upon the
tyre only for spring.
In reference to a metallic or hard surface tread as against a soft surface tread in
the case of my inverted rims I may perforato them as already explained and some
of the perforations may be used for the insertion of buttons or rivets having leather
heads or rubber or other heads that would deaden the sound or metallic heads may
be used in case of the purpose being ready renewal and thus the wheel would run on
a series of heads which would prevent slipping. In case of wire treads or network
the junctions would be often sealed with metallic rings or caps pressed together over
the junctions say of brass or other metal which would add to the finish of the wheels.
5 In the case of complete wire wheels built from a boss or rings coupled together by
radial rods or network the junctions may be either made with these capsule junctions
or with binding wire or by casting junction pieces upon them and the tread may
consist of a single solid wire or tube or several wires. I may also lay a number of
wires whether bent as a spring or otherwise in a mould and cast and unite the ends
O to the boss or to any intermediate part by either brass or other cast metal which
would be a very cheap mode of construction for perambulators, the wheels of basket
carriages and other cheap wheels.
To impart elasticity to the present stiff cycle wheel I may bend some portion of
the spokes into a coil of several turns whether axially or horizontally and these may
5 be near the boss or rim or at any intermediate part or I may introduce a separate
coiled spring into the arms and these modes may be used either with the present
boss or with the special ones explained. In other cases the flange of the stamped
B

page_text: bosses may be so shaped as to give a certain amount of elasticity without altering
the present spokes or I may introduce the springs or a spring at the boss upon which
the spokes would act thus allowing the rim to either move bodily or to bend to a
certain extent which is always possible oven with the present sections if not made too
deep or heavy. At the rim there is more room for the introduction of springs
and they may be readily applied there without much alteration in the present
construction.
In order that my. invention may be clearly understood and easily carried into
practice I have appended hereunto a set of drawings upon which I have illustrated
various examples of the manner in which my invention may be carried into practical
effect so as to make it easy for the same to be applied not only to existing circum-
stances but to any special needs that may arise in ordinary practice.
I will explain the drawings as they come on the various sheets numbered 1, 2, 3, 4,
to 8, respectively.
On Sheet 1:—
Figure 1 is a front view of a compound wheel made according to one modification
of my invention.
Figure 2 is a part section and part elevation of the same.
Figure 3 is an enlarged section of the same wheel showing what its position would
be if by accident the wheel run into the slot of a tram rail as for instance the groove
of a cable tramway-rail.
Figure 4 illustrates the same wheel in action upon soft or sandy ground which
shows the wheel sunk into the said soft sand or other material.
Figure 5 is a section of the same wheel as it would appear when running upon a
good macadamized or other hard road.
In all these five figures a wheel is shewn having an ordinary boss or hub A with
ordinary spokes D and a rim B which is very similar to those now in use for india-
rubber tyres but it is rather flatter in its circle or curve and not so deep. Around
this specially formed rim B I place continuously coiled spring (which may be
in one length or in any number of pieces as most convenient in practice. Then
upon this spring O is placed one of my special V tyres E which brings the spring C
into sufficient compression to prevent the slightest amount of shake at any time or
under any circumstances when the wheel is running. The spring O may be placed
nearer the boss than shewn if desired, indeed it may be placed near to the boss with
a somewhat similar effect to that produced by the rim. The great advantage of this
V tyre is well illustrated by Figures 3, 4 and 5, shewing how very small would be
its contact upon a good hard road where there would be practically no friction and
Figure 4 showing how the friction would be minimised upon a soft sandy or muddy
road where the full width of the tyre is gradually brought into operation to sustain
the weight of the rider so as to prevent the wheel from sinking very deeply in the
said road and again by the thorough safety that this form affords in passing over such
dangerous places as the groove of a cable tram rail or a grating or any such like
places where the wheel sinks in until it comes to a sufficient bearing where it will run
with perfect safety without throwing the rider down as is the case with ordinary
wheels which stick at the sides. These V tyres may be quite plain rings or they may
be supplied with holes, as shewn at Figures 8 or pegs as at figure 9 or with roughed
or corrugated sides as shown at Figure 10 and the shape in cross soction of the said
tyres may be considerably varied both in inclination and outline such for instance as
that seen at Figure 6 where, while the general shape is that of a V it is formed by
two curves uniting at a centre point but otherwise the action would be very similar
to the tyres shown in the first five figures. A. further modification of this shape of
tyre is seen at Figure 7 where the ends of E are curled round at el or otherwise,
thickened in the rolling so as to add strength or to take away any appearance of a
cutting edge. Also at this same Figure 7°1 have illustrated how a special rubber
band or a leather tread piece may be placed either in the shape of a continuous ring
or any section upon the said tyre so that in ordinary wear the tread would be upon
the soft part of the tyre e but when running on very soft roads the tread would be

page_text: extended wider than the said piece e³. The holes or pegs e shown in the broken off
pieces of tyre Figures 8 and 9 may be either parallel or conically made but I prefer the
conical shape, that is, the smallest part in the case of the hole presented to the
surface of the road so that any mud forced in that side would naturally drop out
at the other as the wheel revolved without becoming clogged at any time. It will
be obvious that this wheel may also be used without the tread tyre E in which case
the spiral or other equivalent spring would be securely bound or otherwise fastened
to the rim B by binding wire or any other suitable means and the outer part of this
spring would come in direct contact with the road upon which the vehicle was
running and therefore in its tread would have some tendency to vibrate and move
somewhat but to obviate this circular connecting wires e whether placed internally
or externally as seen at Figure 6 may be connected with the spring C so as to bind
the coil together and to keep it from circular movement without interfering with
its freedom. To give elasticity to the tread of the wheel I may use any number of
these wires according as I find them necessary bringing them nearer to the tread or
further from it as I have said I may use them either externally, internally or both.
The tyres E may be applied to existing wheels and if used without removing the
rubbers as now in use the band E may be placed upon the rubber in sections of
say 2, 3, 4 or more lengths and laced around the back of the rim B so as to hold the
sections in their places or such a rim might be forced upon the present rubber tyres
by compressing the same on the top of the rubber and thus the rubber would serve
the purpose of the spring C giving a metallic tread with a certain amount of elasticity
behind it. During some of the months of winter when the roads are very wet and
slippery the wheels of safety and other bicycles and other machines have been found
to have a great tendency to slip sideways that is to say, safety bicycles have been
very liable to lie down under the rider and considerable danger has been experienced
in riding such machines during very wet or slippery weather and to obviate this I
propose keeping two three or four sectional pieces such as seen at Figures 8, 9, 10 or
modifications thereof which may be quickly applied to the wheels of ordinary
machines so as to enable the machines to be used during the dangerous winter months.
It will be quite obvious that these rims may be roughed in any desired manner
such as herein-before explained by the introduction of composition plugs to the holes
compressed leather, india-rubber-metal, or other suitable material which would take
hold of the road and prevent slipping. There would however be practically no
danger of such rims as that seen at Figure 6 slipping in the winter time as the keen
edge would enable it to take hold of almost any surface and it might be re-sharpened
without much trouble. It would also be suitable for frosty and icy roads.
On Sheet 2 I have shown a wheel built up of special sections, that is to say, with
the bosses specially made according to my invention and also the rims.
Figure 11 is a front elevation of the wheel.
Figure 12 is a cross section through the wheel, both boss rim and tyre.
Figure 13 is a broken off cross section shewing a boss which is a modification of
the one shown at Figure 12.
Figure 14 is an enlarged cross section-indeed about full size of the rim S.
Figure 15 is a cross section of a rim s¹.
Figure 16 is a cross section of a rim so.
In the case of Figure 13 the boss is composed of a metal ring in T or H shape
in cross section which presents ample opportunity for the arms or spokes d¹ to pass
through and be secured by suitable nuts at the far side thus simplifying the mode of
construction at Figure 12. The boss though properly described as of T or H section
is composed of two discs K placed back to back. On the lower side the two discs are
seen secured together by a rivet and on the upper side larger holes are made
through the back of the discs which are secured by ferrules thus taking away a
considerable portion of superfluous metal without interfering with the effective
strength of the boss. Suitable provision is made at the centre for receiving ball
bearings through which the spindle or centre shaft passes but otherwise this
construction presents a very easy mode of building up a large diameter boss of stable

page_text: construction without adding much to the weight of the wheel the advantage of which
I shall presently explain.
It will be noticed that in both sides of Figure 12 as well as in the enlarged
sections Figure 14, 15, and 16 that the arms d' instead of being attached to the rims
at the centre of their width as is now universally the case with such wheels pass to
a certain distance on each side the centre thereof.
In the case of Figure 14 which is an enlargement of the upper part of Figure 12
the ends of the spokes are secured inside the said rim before the india rubber or
other tire T is placed in position. Though I have shown nuts as securing these spokes
they may be solid ended spokes passed through from the outside only requiring a
thread at the boss end or they may even be rivetted there. I may however make
two spokes from one piece of wire or metal as shown at Figure 17 which would
avoid the necessity of either nut or rivet. In Figures 15 and 16 as well as at the
bottom of Figure 12 an external flange is formed such as 3 and through which
the spokes pass. The ends there shown may be enlarged solid heads if preferred.
The advantage of this mode of construction is that the spokes cross each other at the
junction point d³ and thus the angle or inclination of the spoke sideways from the
centre line is considerably more than it would be if the spokes entered the centre of
the rim, and by this means the length of the boss or depth of the centre wheel may
be considerably reduced without sacrificing any side stiffness. When so desired or
found necessary I may add a single or double wire ring or rod d³ which would be
platted or interlaced in the spokes d' at the junction d² in such a manner as to make
them perfectly rigid and to prevent the least vibration. The junctions at d may be
effected in many ways for instance by binding wire or by a copper eyelet or rivet
or by an india-rubber or other flexible or soft junction piece or by a metallic junction
piece having an india-rubber interior.
Upon Sheet 3 I have illustrated several modifications of my mode of constructing
a compound rim.
Figure 18 is a front elevation of half a wheel.
Figure 19 is a modified part cross section of the same.
Figure 20 is a broken off piece showing a full sized section of the same.
Figure 21 is a part section of Figure 18.
Figure 22 is a full sized section of the rim as seen at Figure 21.
The rims as seen at Figures 19 and 20 is composed of three rings of wires, s
and which are connected and boxed in by the sheet of metal which is worked
around these three rings maintaining them at their respective distances apart and the
rings may be soldered in their position before closing the two jaws of the sheet s
together. These two jaws may cross or meet each other either under the tyre or
under the wire rings or at any other convenient position. By this means I obtain
a rim which is very strong at its angles and of great rigidity without much weight
and at the same time there is the most ample opportunity afforded for the spokes d
to be attached thereto as seen very clearly at Figure 20 as one piece of wire forms
two spokes by simply passing it through a hole in 8 and around the wires thus
embracing in in the most effective and thorough manner. The boss shown in
Figure 19 is of the ordinary kind indeed the wheel altogether does not differ
materially from those now in use the tyre T being an ordinary rubber tyre. The
sections seen at Figures 21 and 22 are modifications of my V tyre as explained on
Sheet 1 of the drawings but the mode of construction is very different the tyre
being here composed of four wires 10 11 12 and 13 with a metallic sheet s worked
around to form the external part therof. Instead of this metallic sheet I may form
the sides of light lattice wire work or netted work with a few compression rods
between $10 and 11 as also between 1 and 818 which would form a lattice rim tied
together by ties of wire or other suitable material so as to give great stability and
stiffness as the strain would be sustained by the four wire rods 50, 511 12 and 18.
The boss shown at Figure 21 is simply a modification of the one shown at Figure 12
on the previous sheet.
The spokes d' cross each other at d³ where they may be secured either by binding

page_text: wires or a circular ring similar to d³ at Figure 11 and here again great lateral
stiffness is obtained on account of the large angle obtained in the spokes d by being
considerably removed outside the centre t¹ of the tyre T.
Sheet 4 of the drawings.
Figure 23 is a side elevation of a wheel the right hand side of which shows one
mode of construction and the left hand side another mode of construction.
Figure 24 is a section of the wheel as constructed on the right hand side of the
centre line of Figure 23.
Figure 25 is a section of the wheel as per the construction on the left hand side
of the centre line of Figure 23.
Figure 24 has a V rim E and boss K such as explained for Figure 12 the particnlar
feature here being the mode in which the spokes d' are carried from the rim E to
the boss K. One piece of wire makes two spokes and is bent round in a circular
shape inside the rin E the said wires crossing each other at d' and they are bent
over a compression or secondary-rim Fat d and they are again crossed at d' after
which they are united to the flanges of the boss K. By this means I obtain a narrow
wheel with a considerable angle of spokes and also a spring action from the curved
part of the arms do and there are some special instances in which wheels of this kind
would be of service. The rim F may be made of light lattice work or where the arms
cross compression rods may be put across instead of a rim and then circular connecting
wires may be used if found necessary. Figure 25 as well as the left hand side of
Figure 23 illustrates a wheel with the spokes or sides of the said wheel composed of
a network of wire D this wire being platted and interwoven together in such a
manner as to resemble to some extent the face of a riddle or other interwoven wire
work by which means I obtain very great stability as well as protection against the
feet accidentally getting into the wheel while it presents no more surfaco to the wind
than ordinary spokes. Such wire network may be generally applied not only to the
special or V shaped rims but also to the rims shown with the two side flanges
and the ordinary U rim the general application being possible to almost every
section of rim either in use or shown upon the accompanying drawings. The wire
used for this purpose would be of very light section. This wire netting may be used
in combination with the special bosses shown in the other figures and also in
connection with the special rims and indeed would be quite as effective for the special
rims shown such for instance as the rim E Figures 3, 4, 5, 6, 7, 21, 22, etc., and the
wire netting may continue round and constitute the very tread of the wheel itself
as seen at Figure 26 there being a sufficient number of compression bars do to keep
the wire rings d d and d¹s sufficiently apart to maintain the proper formation. I
do not confine myself to this particular mode of producing a wire tread as the ways
of doing so in the manipulation of wire are very numerous indeed but the foregoing
will serve as an illustration.
Sheet 5 of Drawings.
Figure 27 is an elevation of a wheel composed of compression springs in the form
of a figure 8 which are inserted at an angle as shewn on plan in Figure 27" and in
combination with my special construction of boss.
Figure 28 is a part section and part elevation of the same wheel.
Figure 29 is a similar section and part elevation showing certain modifications of
rim and the formation of the springs.
Figure 30 is a broken off full-sized section showing the same spring arms applied
to my V tread rim.
Figure 31 shows the same arms applied to a rim which is a modification of the
previous ones explained, being composed of the three rings of rubber gº g² and gª
which rest in the special metal rim g³.
This wheel is composed of a boss K similar in construction to the one explained at
Figure 12 but is suitably formed at its outer edges to receive 8 shaped spring arms W
which comfortably rest therein the outside of these arms boing embraced by a slightly
circled rim G which may be very light and flexible or it may be a stronger rim as É
Figure 30 the strength being regulated according to the amount of spring which it

page_text: is desired the wheel should have. This rim G may run direct upon the road or it
may have a supplemental band of either rubber or leather g¹ sewn by wire or other
stitches or fastened by rivets to the said rim G.
These springs W cross each other at 2 and may be bound together by binding wire,
and they may also have a supplemental wire ring w³ carried around to still further tie
them one to the other or there may be a number of such rings as w³ carried
round at various points so as to stiffen the springs as far as may be found desirable
in practice.
Figure 29 shows the springs w³ curled round at w so as to give a little more
elasticity than would be the case with the springs shown at Figure 28 and it will be
easily understood that the amount of spring or flexibility in the wheel would be
determined by the curves of which the springs W is composed and also as to the
number of the various parts such as the said ends w³ or the amount of binding
wires w which are used in their construction. The illustrations of the tread of the
wheel as seen at Figure 25 both top and bottom and at Figure 31 are not placed in
this position as being specially applicable to this form of spring W but merely as
illustrating the various forms of rings or treads for the wheel which may be adopted
but these throughout the drawings are more or less interchangeable as would be
readily understood by any practical person.
Sheet 6.
Figuros 32, 33, 34 and 35 show various sections of spring wheels which are
modifications of the one shown upon sheet 5 of the drawings, and Figures 36, 37
and 38 are likewise broken off sections of various modifications of spring wheels
showing how the tread of the said wheels may be formed.
In the case of Figure 32 the boss is somewhat similar to that in Figures 28 and 29
only being of the T type and the spring arms wo are only formed partly of the
8 section the tread being formed with a hollow to to receive an india rubber or other
tyre M which may be composed of india rubber having a wire or tube m¹ run through
the centre to give it a certain amount of stiffness or stability so as to enable it to
transfer the necessary weight from one spring arm 10" to another without the necessity
of a rim.
Figure 33 is of similar shape the boss K being formed soinewhat differently to
receive the ends of the spokes w without the necessity of nuts as they may be soldered
or bound in grooves or depressions made in the face of the discs which compose the
boss K before they are put together. The tread of this wheel may consist of an india-
rubber band m³ with stiffening wires running through the centre of the same.
Figure 34 shows another modification of the 8 shaped spring spokes w³ having a
curl w which would have the effect of bringing the tread of the said spokes on to
two points w and w when running along the road.
Figure 35 shows a similar kind of construction but with a number of fairly stiff
wires m³ bound upon the tread of the said spokes in such a manner as to form a inost
flexible and accomodating tread without in any wise having a tendency to suck a wet
road as is the case with india-rubber or leather-indeed this is generally the character
of the wire treads herein explained that the sucking action would be absent thus
making them very suitable for damp or sticky roads in the winter time. Figure 36
is an enlarged view of the tread of Figuro 35. Figure 37 is an enlarged view
of the tread of Figure 33. Figure 38 is an enlarged view of the tread of
Figure 32.
208
In any of the Figures shown upon this sheet circular binding wires such as t³
Figure 27 may be used to unite and stiffen the various parts to any desired extent
and the junctions such as w³ Figure 27 may be united and stiffened by either
flexible junction pieces or by any other kind of binding or junction pieces herein
explained.
On Sheet 7.
20 in fernt alotion of n
bool LL
MANS
ha mada
A sheanly and

page_text: is it section or the same wheel.
Figure 41 is a plan of the edge of the said wheel.
Figures 42, 43, 44, 45, 46, 47, 48 and 49 are various modifications of sections
which are applicable to this plan of constructing wheels.
The wheel may be made of any ordinary boss such as those now in use or the boss
may be cast upon the spokes N of the said wheel the spokes N being generally formed
somewhat as shewn at Figure 50. They are then mounted in the wheel as seen
either on the left hand side of Figure 39 or the right hand side of Figure 39, that is to
say, the edges n' and n² may be brought into close position to each other as seen
on the left hand side or may be further apart as seen on the right hand side and where
the wheel would be constructed by casting. These spokes made from steel or other
suitable metal and of any of the sections shewn upon the drawing would be laid in a
sand or chill mould with the ends projecting a suitable distance into the boss when the
metal to form the boss would be run around the ends of the said arms as in bedstead
casting and the whole would thus be suitably fastened together. Any other points
of the arms may be united to each other by lugs P which would practically prevent
any spring from taking place between these lugs P and the centre boss. These
arms are so shaped and arranged together that a continuous tread is produced as seen
at Figure 41 and if the section of the wire iron or steel used be round or oval a
double tread is produced as seen in cross section Figure 51. There would of course
be a certain amount of spring between the lugs P and the tread of the wheel which
would always be determined by the position of the said lugs and the formation of the
sections N as seen at Figure 50. A centre tread ring Q of V or other shape may be
used between the spokes N as seen at Figure 42 or q¹ as seen at Figure 43 or the
section of the spokes N may be as seen at Figure 44 where a distance piece of soft
material is inserted between the two halves of the wire to prevent vibration or
they may be solid and V shaped or as g4 Figure 45 with a ring of any soft material go
inserted to prevent vibration likewise. Figures 46 and 47 show two other sections of
the spokes N with similar intermediate rings to those before mentioned. In Figure 48
a rim q may be formed in two parts having a leather or rubber intermediate piece 9'
placed between and then the spokes N attached thereto afterwards or the sides may be
formed as seen at Figure 49 and attached to the spokes of the wheel. This class of
arın may be attached to any rims or rings herein before enumerated such for instance
as the Vor U shape the rims and rings in any of the above cases being either bound
or sewn together with wire or rivetted with loose or fast rivets to each other.
On Sheet 8 are various views of wheels specially suitable for Railways and Tramways,
though the principles set forth in the preceding sheets of drawings would be also
applicable to such wheels if the strengths were increased sufficiently to enable them to
bear the necessary strain.
Figure 52 is a cross section of a Railway wheel showing the shaft O in
clevation.
Figure 53 is an elevation of half the right hand side or smaller side of the
wheel.
Figure 54 is an elevation of half the larger or left hand side of the same wheel.
R is the tyre of the wheel specially formed of a T section, that is, having the web
part finishing with the enlarged part at the bottom of the web which is
embraced by the four rubber rings h², h³, h³, and h*, these rings being kept in
position by the solid disc y' which is a part of the boss Y of the said wheel. The
other side is composed of the annular ring y³ which is kept in position by the
bolts y. It will thus be seen that the body of this wheel is composed of Y and y¹
which when placed upon its face receives the india rubber rings h¹ and h* when
the tyre R is placed in its position upon them. The rubber rings h² and ³ are
then placed upon the web of the tyre and the annular ring y³ is placed in position
and bolted there when the wheel is completed.
It will be clearly understood that there is perfect freedom for elasticity in this
tyre whether the pressure comes in the direction of arrow 1, arrow 2, arrow 3, or

page_text: arrow 4, so that not only is an easy tread obtained but also a certain amount of
lateral liberty which would greatly tend to prevent the objectional oscillation which
is frequently experienced in railway travelling and it would also prevent wedging
from tightness of guage, and thus the rails might be kept a little tighter than they
at present can be with safety. It will be understood that the exact shapes here
shown may be considerably varied without departing from the principle and that
for rubber springs there might be substituted spiral springs covered with canvass
or with any other soft material to prevent vibratory noise or coiled springs stuffed
with cotton wasto, wadding or other soft fibrous material might be used. It will
also be noticed that there is nothing to prevent the easy renewal of this tyre and
should it become broken into short pieces by any means no danger could accrue
therefrom so that tyres of maximum hardness could be used which would ensure
a longer life for the same.
I have however shown several other modifications in the sections at Figures 55,
56, 57 and 58.
In the case of Figure 55 there is a single spring rubber H which may of course
be a metallic spiral spring properly encased with rubber or other soft material as
before explained.
In regard to Figuro 55 the plate y* of the wheel is simply enlarged into a hollow
rim y in which the rubber lies and the tyre 7 is worked out of a steel plate so as to
afford a certain amount of supplimentary spring at the tread. Figure 56 shows
another form of spring tyre with a different shaped piece of rubber or other
springy material connecting the tyre to the body of the wheel. Another shape of
tyre which may be made very thin at the tread is seen at Figure 57 where the
rubber is placed as near the tread as possible and as this would form the natural
anvil the rails themselves being the hammer upon the tyre crystallisation must
necessarily proceed very slowly if at all. Figure 58 shows still another slight
modification in the tyre with a rubber or other soft cushion ' connecting it with
the body of the wheel. It will be readily understood that in the case of Figures 56,
57 and 58 timber pieces might be used instead of rubber and by a slight modification
of the shape from round to, say, square for the pieces h¹³ ³ and timber may be
used here instead of rubber but generally speaking either rubber or continuously coiled
springs whether in one length or a number of lengths would be found most
serviceable.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I would have it understood
that I do not make a general or exclusive claim to the making of elastic wheels but
what I do claim is :-
First: The improvements in wheels for running upon both roads and rails whother
with a solid or elastic trend substantially as herein set forth and as shown upon the
drawings.
Second: The construction of the bosses of wheels of a double T or H section
which allows a projecting flange on each side thereof to which the spokes may be
attached with simplicity substantially as herein set forth and as shown upon the
drawings.
Third: The construction in the bosses of wheels of two hollow discs or annular
rims of metal placed back to back substantially as herein set forth and as shown by
Figures 11, 12, 18, 21, 23, 24, 25, 27, 29, 32, 33, 34, and 35.
Fourth Wheels having rims formed to receive the spokes on each side of the
centre thereof to increase their angle of inclination to each other substantially as
herein set forth and as shown by Figures 11, 12, 14, 15, 16, and 17.
Fifth In constructing wheels with narrow bosses the use of an internal rim or
ring either in combination with the bosses shown by Figures 12 and 13 or in
combination with the rims shown by 12, 14, 15, 16 and 17 or in combination with
both as herein set forth.

page_text: Sixth: The use of compression spokes made like the Figure 8 or its equivalent
and placed crosswise or at an angle with a rigid or flexible rim and boss substantially
as herein set forth and illustrated.
:
Seventh Wheels' constructed with spring arms braced together so as to be fairly
rigid against separate displacement and taking their tread upon the said arms or upon
the wire connecting threads thereof without a rigid rim substantially as herein set
forth.
Eighth Cheap wheels constructed with arms substantially as shown by Figures 39,
40, and 50 where the spring or rigid arms form partially a continuous thread or with
a supplimental ring tread.
Ninth Wheels constructed with spring or stiff arms braced together by wire net-
work so as to form practically a wire body in combination with either a stiff or
flexible boss substantially as herein set forth.
Tenth: The construction of the rims of wheels for running upon ordinary roads
or in a grooved rail of a V section in tread substantially as and for the purpose herein
set forth.
Eleventh In rounded or flat metal rims the introduction of one two or more
rubber or other rings of soft material substantially as herein set forth and as shown
by Figures 29 and 31.
Twelfth Wheels constructed with an inverted V or U tyre with wire network
cominunicating with the flanges of the boss from the edges of the V or U tyre or
from the centre or sides of an ordinary tyre substantially as herein set forth and as
shown upon the drawings.
Thirteenth The construction of wheels whether with rigid arms and rim or rims or
elastic ones with a coiled spring encircling the said rim externally and having either
an outer rim for a tread or with a direct tread upon the road substantially as herein
set forth.
Fourteenth Wheels having spokes in combination with the V or U or other
equivalent rim where they start from each side of the said rim in passing to the boss
substantially as herein set forth and as shewn upon the drawings.
Fifteenth The India rubber covered tube substantially as and for the purpose set
forth and shewn by Figs. 32 and 38.
Sixteenth: The railway or tramway wheels herein set forth having a solid or hollow
metal tyre with rubber or other equivalent springs placed between the tyre and the
boss so as to afford both elasticity in a vertical and also in a lateral direction sub-
tantially as and for the purpose herein set forth and as shown upon the drawings.
Dated this 8th day of November 1888.
GEORGE BARKER,
77, Colmore Row, Birmingham,