IMPROVEMENTS IN VELOCIPEDES
Year: 1884

page_text: I, JAMES AYTOUN, of Balgregie, in the County of Fife, North Britain, Gentleman
do hereby declare the nature of the said invention for "IMPROVEMENTS IN
VELOCIPEDES to be as follows:-
This Invention relates to improvements in the construction of tricycles and
other velocipedes, and cousists chiefly in the mechanism for driving the machine
and for applying the brakes.
In the construction of a tricycle in accordance with my improvements the
driving mechanism is of the lever kind. Two bell-crank levers work upon
a fulcrum-rod which forms part of the frame. One end of each bell-crank lever
carries a treadle, while to the other end is attached a cord, which is passed round
and fastened to a metal ring fitted round and working upon a sheave or pulley
fixed firmly to the driving-axle. Mechanism is supplied which locks the ring and
pulley together so that they and the driving-axle are carried round, when, by the
downward stroke of the foot, the cord is drawn forward and unwound, while,
during the back-stroke, the pulley is free to revolve within the ring, as is also the
case when the machine runs down hill, the treadles being then at rest. The
down stroke of one treadle is used to raise the other into position for stroke, in its
turn, and to return the corresponding ring to its original position, and pressure
applied to both treadles puts the brakes into action. The driving-cord is attached
to a block sliding along the arm of the bell-crank lever, and, by adjusting this
sliding block, the leverage, and consequently the pull of the driving-cord, is varied.
The lengths of the driving and brake-cords are adjustable where required, and the
pulling handles are also adjustable, so that the seat does not require to be so, but
is fixed, the treadles and handles being adjusted to suit any rider.
Stops are provided to prevent the velocipede rolling backwards downhill, and
extra safety-brakes, in case of its running away through any unforseen accident,
such as the breaking down of the ordinary brake gear.
The Frame. As regards the frame, its outline is in general appearance oblong.
One end is furnished with brackets containing bearings in which the driving-axle
revolves, and is thus supported on the driving-wheels. The other end is formed of
a strong steel rod, which is firmly bolted to the sides, and forms the fulcrum upon
which the driving-levers turn. At its middle point is fixed an arm, the end of
which is fastened to, or forms part of the steering-head, and is thus supported on
the front or steering-wheel,

page_text: Driving Levers. As regards the driving lever the longer arms of the two bell-
crank levers are worked by the foot and carry treadles. The shorter arms, being
attached to the driving cords, are placed nearer the sides of the machine than the
others, in order to allow the latter and the legs of the rider to move clear of the
driving cord. The two arms of each lever are connected by a tubular sleeve, which
extends along the fulcrum-rod and turns upon it as a bearing, and this sleeve
carries the apparatus for adjusting the position of the driving-cord upon the shorter
arm and thereby altering its leverage. The driving cord is fastened to a block,
sliding upon the shorter arm and having a rack which extends past the fulcrum
and is furnished with teeth gearing into those of a pinion-wheel which turns upon
the tubular sleeve. Thus, when the pinion-wheel is turned upon the sleeve, it
moves the rack and sliding-block upon the shorter arm, and so alters the leverage
at which the driving-cord works. The pinion-wheel carries two pawls, which
engage notches in the sleeve in opposite directions. These keep the wheel from
shifting round upon the sleeve when not wanted to do so. When it is required to
alter the leverage, the pinion-wheel is made to revolve by means of another wheel
or drum, carrying pins, which disengage one or other of the pawls and push it
round in the direction thus left free. This pin-drum is moved by two cords which
pass in opposite directions round it and round a drum fixed to one of the pulling-
handles, which is in proximity with the seat of the rider so that, by turning the
handle round, the driving power may be altered by the rider, without his being
obliged to remove his hand from its ordinary position. One handle and drum work
both pin-drums, suitable pulleys being provided for the cords. The pin-drums may
turn either upon the sleeve, as the pinion-wheels do, in which case they partake of
the motion of the levers, or upon a boss fixed, centrally with the fulcrum-rod, upon
the frame, when they would remain at rest during the stroke, the former plan being,
however, preferable. In either case, allowance must be made so that the pinion-
wheel is not caused to turn upon the sleeve by the movement due to the stroke.
In the first case, namely, when the pin-drum partakes of the movement of the lever,
the cords must be made so slack as not to pull upon the drum even at the extent
of its movement. In the second case, when the drum is stationary during the
movement of the pinion-wheel along with the lever, the pins must be placed so far
apart as to allow the pawls to play freely between them, without touching them
during their movement. Moreover, when the adjusting-handle lies naturally in the
hand, it is in a line parallel to the centre-line of the machine, and, if turned
through any considerable angle, it is then in an awkward position for the rider
when he pulls upon it. The cord must therefore be made slack enough to allow
of the handle being returned to the parallel position, if, after being turned for the
purpose of adjustment, it stands at an angle. One half turn of the handle is the
maximum freedom required, so each cord must have, for this purpose, an allowance
of length equal to one half the circumference of the drum. In both cases, there-
fore, the cords are loose when not at work, but more so in the first than in the last.
When the pin-drum turns as the pinion-wheel, it may be made in the form of
a light cover for the ratchet-apparatus, the pins being placed in the inside. When
it is fixed, the cord notion may be replaced by rack and pinion, or other suitable
gearing, and, to ensure the parallel position of the handle, the pins must be placed
sufficiently apart to allow of it.
The bell-crank lever may be replaced by a bent lever, which carries a treadle at
the end and a block sliding from the elbow of the bend towards the fulcrum, and,
in this case, the driving-cord must be replaced by a rod bent so as to allow the leg
to work freely past it, or some equivalent plan must be adopted.
Another modification is to extend the short arm of the bell-crank lever backwards
past the fulcrum, thus making a kind of shaped lever. The head is
shaped to the arc of a circle, and its arms carry sliding-blocks, moveable in opposite
directions by the same pinion-wheel. The driving-cord is attached to one sliding-
block, passed round and fastened to the metal ring which actuates the driving.
pulley and axle herein before referred to, and then attached to the other sliding-

page_text: block. One arm of the headed lever thus drives the machine, and the other
returns the ring into position for a new stroke.
The special features and advantages of this part of my Improvements are as
follows:-The use of bell-crank or bent levers in connection with cords and driving-
pulleya. Bell-crank levers have been used with connecting rods and cranks, and
straight levers with cords and driving-pulleys. By the present arrangement the
dead points of the former plan are avoided, and also the inequalities of driving of
the second, produced by the varying angle at which the cord works. The shape of
the bell-crank lever admits of its being placed so that the cord is always approxi-
mately perpendicular to the line of mid position of the cord-arm, and this even
when the block is at any point of its adjustment, owing to the shortness of the
distance of adjustment as compared with the length of the cord. The weight of
the rider upon the treadle, also, acts approximately perpendicularly to the mid
position of the treadle-arm. Thus it may be said that the forces act perpendicularly.
to the lines of mid position, but at varying leverages as the arms rock. The arms,
however, rock through similar angles, therefore the varying leverage of the one is
compensated by that of the other, and the pull of the driving cord is sensibly
constant throughout the entire stroke. Moreover, it is possible, by nice adjustment
of centres, to manage so that, when the cord is adjusted for power, the leverage of
the cord-arm is less in proportion to that of the treadle-arm at the beginning than.
at the end of the stroke. This gives an additional advantage in starting each
stroke, and it is at this point of least impetus that power is most required. At the
same time a slower motion of the foot at the beginning of each stroke may be got,
when the cord is set for speed by the proportional lengthening of the leverago at
this point. This helps to overcome the difficulty of catching up the stroke in very
fast driving. Another advantage is that the adjustmont of the cord can be made
without sensibly altering the positions of the treadles, which would alter the
conditions of the stroke. The path of the treadles is constant at all adjustments.
of the cord, and is arranged to give the rider the full advantage of his weight.
As regards the headed lever constituting a modification of my Improve-
ments, the advantage lies in the simple and efficient plan of returning the driving-
rings, by which plan other mechanism is dispensed with, and it is possible to adopt
the system of adjusting the treadles in combination with the brake-gear as
designed.
As regards the adjusting gear, the special features of this are as follows:-
:-The
carriage of the pinion-wheel, ratchet apparatus, and pin-drum upon the tube' or
sleeve forming part of the lever. All or some of these parts must move in unison
with the lever, or must be moved up to it when brought into action. This plan
accomplishes the first object without any friction, and does away with the difficulty
of adjusting the cords during motion, which the second case presents. The
mechanism also is light, compact, and effective.
Mechanism for returning the levers into position for stroke, and for adjusting the
height of the treadles. With regard to this part of my improvements, the stroke of
one lever is utilised to bring back the other, after the end of its stroke, into
position for a new one. In the case of the first two levers, this is accomplished as
follows. The driving-cord, after being fastened to the metal driving-ring of the
driving-axle, is passed round a steel brake-band, which is attached to the ring and
encircles a brake-drum upon the driving-axle. It is then passed round, and made
fast to, a drum, keyed upon the end of an axle, which carries at its other end a
similar drum, on which is fastened and wound the end of the other driving-cord,
which, then passes round the other brake-band, is fixed to the other metal ring,
passed round it, and fastened to the sliding-block on the short arm of the other
driving-lever. The two cords are wound in opposite directions on their respective
drums, so that, when one is unwound by the downward stroke of its treadle, the
other is wound up and so lifts the other treadle to its highest position. Each metal
driving-ring has a cord fixed to it, passed round it in a direction opposite to that
of the driving-cord, and then passed round the drum, still in an opposite direction,

page_text: When the machine tends to run buckwards, as, for instance, when stopped upon
an ascent, the driving-axle tends to turn the metal driving rings backwards, and
they in turn pull on these cords, which pull on the drums in opposite directions,
neutralising each other, and thus preventing the driving-axle from revolving
back wards. In place of the axle and drums, the driving-cord, after encircling one
brake-band, may be passed over pulleys to the other, and the other cord may be
similarly treated. If the brakes are not worked in the circuit of the driving-cords,
the levers and rings may be returned by a pinion-wheel attached to the frame and
gearing into teeth upon the rings, or by a cord and pulleys, or other convenient
mechanism.
In the case of the third or headed lever, the sleeve of each lever carries a
small arm at the end of which is a rack, shaped to the arc of a circle, having its
centre in the fulcrum of the levers. These racks face one another, and a pinion-
wheel gears into both sets of teeth, so that, so long as the pinion-wheel is held in
one place, when one rack is moved in one direction by the motion of the lever, the
other is forced in the opposite, the treadles of course also moving in opposition.
This pinion-wheel is fixed on an arm, which moves on the fulcrum-rod of the levers
as a bearing. The arın remains at rest during the working of the levers, but
moves when they are being adjusted. It is pressed upon by a spring which
'counteracts the tendency of the weight of the levers to move it in one direction,
while the action of the spring in the other direction is checked by a pawl attached
to the arm, and working along a rack fixed to the frame. The adjustment of the
height of the treadles is regulated by the pawl. In order to raise the treadles, the
pawl is drawn from its notch by a cord, when the spring forces back the arm until
again checked by the pawl, which is released for the purpose when the desired
height is attained. To lower the treadles, both are pressed down by the feet to
the required position, the spring being compressed, and the pawl running over the
ratchet teeth, falling into a notch, and so preventing the return of the arm. The
pawl also prevents the velocipede from running backwards down hill, by holding
the arm of the pinion-wheel, and with it the levers, when they are both pulled
backwards by the driving-cords acted upon by the weight of the machine. The
pinion wheel may be replaced on the arm by a rocking-lever, with links attached
to arms on the driving-levers, or by pulleys, with cords similarly attached, or by
any other convenient mechanism. The levers may also be returned by pinion and
racks, rocking-lever and links, or other convenient means, their adjustment being
effected by altering the position of the mechanism, in a manner similar to that
herein before described, but by modified contrivances. Another plan is to return
the levers by means of a loose cord, passing beneath them and over pulleys, and
fastened at each end, so that, when one lever is pushed down, the cord is pulled by
it over the pulleys and raises the other. The levers may have special arms for this
purpose, if convenient. The adjustment is got by simply altering the length of the
cord, which raises or lowers the levers as required.
In the cases of the levers of the first two types, when the brakes are not worked
in the circuit of the driving cords, the adjustment may be got by altering the
position of the pinion-wheel or other returning apparatus, as in the case of the
third lever. When the brakes are in circuit, the same plan may be adopted,
provided there is no second cord to act as a back-stop, as described. When this
second cord is used, the adjustment is effected by altering the lengths of the
driving-cords. Cord adjusters are afterwards described.
.
If adjustment is not desired, any of these mechanisms can, of course, be employed
to return the levers, the part for effecting the adjustment being left out. For
levers of the third type, bevel wheels or sectors of wheels, fixed to the sleeves and
gearing with a bevel pinion, form a good modification of the pinion and racks,
when no adjustment is required.
All these returning mechanisms act as back-stops or may be made to do so if
required. When they are adjustable, the contrivance for fixing them in position
may be used as a back-stop, as in the case of the pawl described.

page_text: The advantages of the hereinbefore described returning apparatus are efficiency,
and lightness and ease of construction, and also suitability for working in connection
with the brakes.
The same advantages are claimed for the adjusting apparatus, in addition to its
main purposes, namely, the adjusting of the treadles to suit any rider and so save
the adjusting of the saddle, and, where the adjustment can be made during motion
the permitting the rider to alter instantly the length of his stroke to suit the
different kinds of driving required by the variations of the road.
The Brakes. The Brakes are applied by pressure of the feet on both treadles at
once. They are double, one for each wheel. The wheels turn upon the axle, and
are supplied with ratchet or friction mechanism, which allows either of them to
run on faster than the other, when required to do so in rounding a curve, but
prevents them from turning backwards upon the axle. This arrangement requires
a double brake.
When the first two types of lever are used, the brakes can be worked by the
driving-cord. Each one is formed of a steel band attached to the metal driving-
ring, and encircling a brake-drum fixed to the driving wheel. The driving-cords,
after being made fast to the metal rings, are passed round the bands and fastened
to the drums bereinbefore described, and, as they pull upon the drums in opposition
to each other, pressure upon the treadles tightens them upon the brake-bands and .
presses these upon the brake-drums, thereby preventing the driving-wheels from
revolving. A similar action takes place when the cords are passed over pulleys,
instead of being fastened to drums. The cord must have a sufficient number of
turns upon the brake-band to tighten it when least cord is upon it, that is to say
when the treadle is in its highest position. When pressure is taken off the treadles,
or when it is on one only, the steel brake-bands have spring sufficient to loosen the
cords which surround them and free the brake-drums, allowing the wheels to
revolve again. The brake-bands may have a rubbing surface of leather, or other.
suitable material, fixed to them.
When the third kind of lever, as hereinbefore referred to, is used, the brakes are
of the ordinary band type, but are worked by a cord, in connection with the
mechanism for returning and adjusting the levers. This cord is the same as that
used to work the pawl hereinbefore referred to. It is passed over a pulley fixed to
the pawl, then round guiding pulleys attached to the frame, and each end is
fastened to the end of a brake-band, the other end of which is attached to the
frame. When the arin carrying the pawl is raised by pressing down both treadles,
it carries with it the cord, which pulls upon both bands, tightening them upon the
brake-drums. When pressure is taken off the treadles, the arm is returned to its
original position by the spring until stopped by the pawl, as hereinbefore described.
The brake-cord is utilised for regulating the action of the pawl, in the following
way. The pawl is hinged to the pinion-arm, and, as herein before described, carries
the pulley over which the cord passes. When the arm is raised by pressure on
both treadles, the pawl is pulled from its catch by the cord, and remains so while
the brakes are working. But, when pressure is again taken off the treadles, the
arm is forced down again by the spring until the cord is again slack, when a small
spring, which presses on the pawl, pushes it into its former place. The length of
the cord evidently determines when the pawl shall act, and mechanism is supplied
for instantaneous adjustment of length, so that a rider can, without stopping, alter
the height of his treadles, and consequently the length of his stroke. As the cord
moves freely over all the pulleys and is attached at each end to a brake, it is
further evident that the brakes have equal forces applied to them. To provide for
wear, and adjust the brake-bands with nicety so that just a small movement of the
treadles will bring them into contact with the drums, their ends are. continued in
the shape of rods, which pass through tubes fixed to the frame, and are screwed at
the ends to receive nuts. These nuts are screwed up so as to bear against the
tubes and give the desired adjustment. They may also be used to keep the brakes

page_text: 0
.
partly in action, in going down a long hill. The brake-cord is fastened to the ends
of the rods, and the length of it is also adjustable as described.
In all the kinds of returning and adjusting apparatus described as applicable to
the third lever, the brakes can be worked in this way, and the cord used for
adjustment. When no adjustment is desired, the part of the mechanism which
effects this can be left out, and the brake-cord connected directly with the
returning apparatus. If the brake-cord passed over pulleys is alone used to return
the levers, the brake-bands take the pull due to the weight of the levers. If
desired, this pull may be taken instead by stout spiral springs, attached to the
cord, and acting so as to relieve the bands. For instance, when the bands are
adjusted, as described, by nuts bearing against tubes through which they pass, the
springs may be made to bear against the other ends of the tubes and so take the
strain.
In the case of the levers of the first two types, when the brakes are not worked
in circuit, and when the returning and adjusting apparatus is moveable, as in the
case of the third lever, the brakes can be worked as in that case, with slight
modifications to suit the changes of positions. When the returning apparatus is not
moveable, the brakes can be worked by a cord guided by pulleys and passed under
the levers themselves, or over or under arms attached to them, which cord is slack
' enough to allow the levers free play alternately, but so tight as to bring the brakes
into action when both levers are depressed together. To allow, of both levers being
moved in the same direction, provision must be made in the returning mechanism
for the yielding of some part, when under considerable pressure. For instance, if a
cord passing over pulleys returns the levers, one of the pulleys may be kept in
place by a spring, strong enough to resist the weight of the levers, but insufficient
to withstand the pressure put upon them by the feet in order to apply the brakes.
The chief advantages of this plan of working the brakes are that the rider can,
by the use of his feet, bring the whole weight of his body to bear in applying
them, and that, at the same time, his hands are left free to be used as he likes in
steering or holding. These are very desirable points to gain, where his safety so
often depends on strong brake-power and good steering, and even occasionaly on
keeping his seat. It is also convenient, in running down a long hill, to have the
machine under control of the feet, and the hands, as a consequence, free. There is
also a considerable gain in lightness and ease of construction, as all the usual bars,
rods, and levers are dispensed with, and, in their place, is substituted little more
than a cord, and sometimes a few pulleys. In fact, advantage has been taken of
other necessary mechanism to work the brakes by a mere cord connection, and the
cord is itself often used in regulating that mechanism.
The Driving Pulleys. With reference to the driving pulleys, these have three
principal parts. The first is fixed firmly to the axle, the second slides upon the
first, and is fastened to and actuated by the driving-cord, and the third is composed
of mechanism which engages the second with the first, or leaves it free to alide, as
required, and according to the direction of its motion.
The first part is a metal disc, keyed to the driving-axle, and recessed, where
necessary, to receive the engaging mechanism.
The second is a metal ring, the inner circumference of which slides round the
outer circumference of the disc. The driving-cord is fastened to the ring, and is
wound round it by the return stroke and unwound by the stroke.
The engaging mechanism consists of clutch-pieces of metal, which lie loosely in
the recesses of the disc, but are pressed against the inner circumference of the ring
by springs. The recesses and pieces are so formed that, when the latter are moved
in one direction, they jam or wedge against the inner circumference of the ring, and,
when moved in the other, recede from it. When the ring is moved backwards, it
slides upon the disc, and rubs over the surfaces of the clutch pieces, experiencing
only the friction due to the pressure of the springs. But, when it is moved
forwards, it jams the pieces between itself and the disc, and, by these means,

page_text: carries it round and with it the driving axle and wheels. The said arrangements
are. made reversible or not according as the clutch-pieces are given a single or
double acting shape and the springs arranged to suit, so that, with a proper
reversing gear, a machine may be driven backwards if required. As a modification
two loose pieces are employed instead of one. One of them fits against the surface
of the ring, while the other lies between the first and the disc, and jams it against
the ring or suffers it to rub upon it, just as in the other cases.
In order to reduce the friction during the return of the ring, ball or roller
bearings may be given to it. In this case, the ring and the disc will each have a
projection on the side, grooved to receive the balls or rollers. The only friction
will then be that due to the ball-bearings, and the clutch-pieces pressed by their
springs.
If back-driving is required, reversing gear is necessary, but, even if not, it is
desirable to have disengaging gear to allow the velocipede to be wheeled backwards,
unless provision for this is made in some other way. With slight variations, a
similar gear answers both purposes. A rod extends from one disc to the other, and
turns in bearings on each. It carries at each end a lever, on the end of which is a
pin engaging a slide upon the face of a disc. The slide carries pins, which project
through slots cut in the disc and concentric with it. When the rod with its levers
is made to turn round, the slide is also turned, and the pins engage the clutch-
pieces, and move them from the face of the ring, or allow them to be in contact
with it as required. The pins also adjust the springs, when this is required. In
order to turn the rod and levers, a disc is placed upon the driving-axle, and
concentric with it. The rod also passes through the disc, and, where it does so,
carries a short pin, which fits into a slot cut in the dise and forming the groove of
a screw in which the pin slides. Consequently; when the disc is moved towards
one or other end of the driving-axle, the rod and levers, by means of the pin, are
caused to revolve, as required to adjust the clutch-pieces. The movement of the
disc is effected by a hand-lever working in bearings upon the frame. The end of
this lever is forked, and one prong of the fork is used to push the disc to one side,
the other, with a reverse motion of the handle, to push it back again. For this
purpose the prongs are inclined, so that, when one has pushed the disc aside, the
other may catch it in its altered position and return it to its original place. The
ends of the prongs are inclined to the plane of the disc, and, when forced against
the edge of its rim, cause it to move in a lateral direction. Two movements are
sufficient for à disengaging gear, but, for a reversing gear, a third is required, which
is got by a greater movement of the lever bringing the inclined side of a prong
against the edge of the disc. The disc may of course be moved by the forked end
of a lever acting laterally, but the above plan is preferable, besides admitting of other
gear being worked by the same shaft. If the power of instantaneous and
simultaneous adjustment during motion is not desired, the lever and rod gear may
be dispensed with, and the slides moved separately by the hand.
Stops and Brake-stops-Stops-In order to prevent the velocipede from rolling
backwards downhill, a stop is provided, which acts upon the axle, preventing it
from turning back.
Attached to the frame, or to some part rigidly connected with it, is a small box,
through which the driving-axle passes, and in the box is a ball of metal; india-
rubber, or any suitable material, which lies behind the axle in a V shaped recess
formed by the axle and the end of the box, which is shaped for this purpose.
When the machine is driven forwards, the tendency of the revolving axle is to lift
the ball out of the V shaped recess, so that it is kept continually loose and rolls
round in the recess as, the axle revolves.. But, when the axle turns backwards, it
carries the ball downwards and jams it in the recess, at once stopping any further
motion. A slide is placed on the side of the box, and carries a pin which moves in
a slot in the side and projects underneath the ball, so that, by raising the slide, the
ball is lifted out of the V shaped recess, and the machine can be moved backwards,
if required. If the velocipede is one which is often driven backwards, the box may

page_text: be made so as to form two V shaped recesses, one at the front and the other at the
back, and, in this case, the slide has two pins, one before and one behind the ball,
and can be adjusted so as to prevent the machine from running backwards, or
forwards, or to hold the ball in mid position, altogether out of gear. The ball may
be replaced by a wedge or clutch-piece, single or double-acting in shape according
as it is required to act on one or both sides of the axle.
Brake-stops. With regard to brake-stops, in case of a velocipede running away
in going down bill, from the failure of the ordinary brakes or from any other cause,
an extra brake of a simple and light kind is desirable. Such a brake can be easily
made in combination with the double stop last mentioned.
In this case, the box is of disc shape, the circumference being smooth and
provided with flanges, so forming a brake-drum. It is unattached to the frame,
but is held in position upon the axle by a brake-strap, which is attached to the
frame, and is tightened on the drum so as to allow it to revolve with difficulty.
The drum is furnished with a pawl, which fits into a notch in the frame, so placed
as to prevent the drum from turning backwards when pressed in that direction by
the ball-stop. When it is desired to stop the machine by means of the brake, the
ball is moved over to the front of the axle, and is at once jammed between the
axle and the drum, which last is carried round with the axle, and experiences
the friction of the brake-strap, which quickly brings the machine to rest. A. bolt,
provided with a nut, passes through a lug on one end of the brake-strap, through a
projection from the frame, and through a lug on the other end of the strap, so
fastening the strap to the frame, and, to allow of the adjustment of the strap, india-
rubber is inserted between one or both of the lugs and the projection. In case the
ball should fall from its position by the shaking of the machine when the V shaped
recess is inverted during its revolution, a slight spring may be inserted in the box,
where it inclines towards the axle to form the recess. The ball rolls over the
spring, depressing it as it does so, and is then jammed in the recess, while the
spring rises up behind it and keeps it in place, the free end of the spring bearing
upon it. When the ball is carried back by the pin, however, the strength of the
spring is insufficient to prevent this, and it is pushed down, allowing the passage of
the ball.
The slide which alters the position of the ball may be worked by, an arm on the
same shaft that carries the arm for working the disengaging or reversing gear.
The former arm has, hinged upon its end, a piece of metal, notched in such a way
as to catch a pin projecting from the slide, raise it as the arm is raised, and free it
just as the drum is carried round with the axle, which happens when the arm is
raised sufficiently to make the pin carry the ball over the top of the axle and allow
it to drop into the V shaped recess. The arm is then raised still more, to allow
the drum to revolve without striking the pin upon the notched piece. When it is
required to bring the drum back to its proper position of rest, the arm is lowered
to its lowest position, which brings a stop upon it into the position where the pin
was when first it began to be carried round with the drum. The machine is driven
forwards till the pin is stopped by the stop, and the ball forced from its locked
position. The arm is then raised, and the notched piece comes in contact with the
pin on one side and a spring on the other. The spring yields as the piece is
further raised, but, when the notch comes opposite the pin, pushes the piece so as
to catch the pin in the notch. The arm is then lowered and the pin and slide
moved back to the position of rest, the ball being carried over to the back of the
axle, ready to act as a back-stop. By this means, the drum is stopped in the
proper position for allowing the pawl to fall into its notch, and the slide and ball
are then returned to their original places. A spring is also fixed upon the arm,
which holds the notched piece out of contact with the pin, when the arm is
lowered to bring the stop into play, but is insufficient to prevent the other spring
from acting so as to cause the notch to engage the pin, when the arm is raised to
the position that admits of this. It will be seen that the motions of the hand-lever
work the reversing or disengaging gear along with the brake-stop. When the gear

page_text: is simply disengaging, the clutches are disengaged whenever the ball is lifted from
the back, and the axle can revolve backwards without carrying the driving-rings
and cords with it. No further action is required, even when the ball rolls over to
the front and sets the brake in action. But, with a reversing gear, a further
movement is given to the lever, which reverses the action of the clutches and
enables the machine to be driven backwards, and the ball now acts as a stop on
the front side, the brake having sufficient power to prevent the drum from being.
set in motion by the weight of the velocipede upon an incline. The slides can also
be worked by any other suitable mechanism, or even by the hand.
The advantage of the stop is that, in going up a hill, the rider is able at any
moment to take the pressure of his feet off the treadles without the velocipede
running backwards. He is thus able to rest whenever he likes, and is, moreover,
at ease during the whole of his work, even at the weakest point when changing his,
stroke from one foot to the other.
It is evident that, when this stop is used, that part of the returning mechanism
which supplies its place in preventing the backward motion is unnecessary and
may be dispensed with, and this is sometimes a convenience. The stop can also be
applied to velocipedes of any type, many of which have no apparatus to answer its
purpose.
The advantage of the brake-stop is that of having an extra or safety brake of a
light kind, a very necessary thing where the safety of the rider may be imperilled
by an accident to the ordinary brake-gear.
The governing mechanism is light and effectual, and also has the advantage that
it can be used in connection with the disengaging or reversing gear.
Adjustable Handles. With regard to my Improvements in adjustable handles,
one of the handles is used as a steering-handle, the other as a handle for adjusting
the driving-cords upon the arms of the levers, and both as pulling handles, to enable
the rider to increase the power of his stroke by pulling upwards with his hands
while pushing downwards alternately with his feet. The handle is kept in place
by supports fixed to the frame of the machine. It consists of two tubes, one
sliding within the other, the inner being furnished with a handle and mechanism
for fixing it at any desired point within the outer. Into the end of the inner tube
is screwed a cylindrical piece of metal, with a wedge-shaped slice cut out of one
side, the sharp edge of the wedge being downwards. A ball rests in the cavity
thus made, which, when the inner tube is pulled upwards, is jammed against the
outer tube, and so prevents the handle from moving upwards. To enable the
handle to be lifted when required, a small handle or button is placed within the
pulling handle, and a small rod or wire fixed to it passes down the inner tube, the
end of it being made to encircle the ball. When the button is raised, this wire
lifts the ball out of the narrow part of the wedge-shaped cavity, and the handle
can then be raised to any desired position. The button is then let go, and is
returned by a spring, or pushed back, to its original position, the ball being again
released and ready to hold the handle when the rider pulls upwards. The spring
also pushes the wire so as to press the top part of the loop against the top of the
ball and hold the latter in its place, in case of the movement of the velocipede
tending to shake it loose. A wedge or jam-piece may be used instead of the ball.
To adjust the handles downwards, all that is required is to push them down, the
ball rolling round in the cavity and permitting this. To the outer tube is fixed
the steering-pinion or the power-varying drum, as the case may be. A long slot
is cut in it for part of its length and a pin, screwed into the side of the inner tube,
fits into this slot, and slides up and down in it as the one tube slides within the
other. The outer tube is held in bearings in which it can revolve, and, when the
inner tube is turned by means of the handle, is carried round by the pin, and thus
works the steering or power-varying gear, as required.
The support for the handle is formed of two steel tubes, fixed by brackets to the
frame. At the top, the tubes are screwed into a block, through which is a circular
hole, the top part of which is of diameter only sufficient to let the inner tube of

page_text: the handle pass through, while the lower part admits the end of the larger outer
tube, which is prevented, through the change of diameter, from moving upwards
when the handle is pulled in that direction. The two supporting tubes then pass
through the two brackets on the frame, and are brought round to the lower end of
the outer tube of the handle, where another block, with right and left hand screws,
is screwed into both. In this block is a circular hole, through which a pin is put
and screwed into the end of the outer tube, which thus rests upon the block and
has it for its lower bearing. One of the tubes carries the pulleys required to
transmit the work of the drum to the far lever.
.
Adjusters for Cords. In order to compensate for the stretching of the driving and
other cords, and also to provide for the adjustment of the height of the treadles
and of the length of the brake-cord, adjusters, with which to vary the lengths of the
cords, form part of my Improvements, and consist as follows:-
Into the end of a tube is screwed an end piece forming an eye for receiving a pin
which is passed through corresponding eyes upon the sliding-block of the driving-
lever. The tube has an external screw, on which works a nut, cut upon it, and two
slots, one on each side, are cut through it for great part of its length. A rod or
tube, carrying at one end eyes and a pin for attachment to the driving cord, and
with a short slot near the other end, is inserted in the tube, and a piece of metal
forming a sort of cross-bar is passed through all the slots. The cross-bar thus slides
in the slots of the outer tube, as the rod is moved inside. The adjustment is made
by screwing the nut backwards or forwards, and the inner rod is then moved till
the cross-bar bears upon the nut, thus receiving the pull of the driving-cord.
The cross-bar-has projecting sides which embrace the nut, and prevent it turning,
when once in position.
As a second arrangement, and which is more especially suited for the third style
of driving-lever hereinbefore referred to, the sliding block carries two pins, one on
each side, to receive two links to connect it with another block, also provided with
pins. This second block is pierced with a hole, through which passes a rod, screwed
to receive a nut, and carrying eyes and a pin for attachment to the driving-cord.
The nut is the means of adjustment, and, to prevent its turning, it has projections
which fit into corresponding holes in the block. It is screwed to the desired
position upon a rod, and then pulled tight up to the block, the projections sinking
into their places. The rod has two flat sides, and the hole in the block corresponds,
and so prevents it from turning round.
As a third arrangement, which is similar to the second arrangement, a spring, in
a suitable box, is inserted between the block and the adjusting nut, which in this
case is locked by another nut or fixed by some other suitable means. The spring is
only required for the third style of lever. It is placed at the, end of the returning-
cord, and, by pulling upon it when slack and yielding to it when tightened, serves
to keep the driving-cord always taught during the changes of position of the lever,
so that the stroke of the treadle is at once effective on the driving-pulley. It
also compensates for the stretching of the cord.
.
As a fourth arrangement, a piece of tube is bent into the shape of an eye and
fitted upon the pin of the sliding-block, or, to ensure better wear, it may be fitted
upon a piece of metal bored to receive the pin. The driving-cord is passed through
a clip hereinafter described, then through the tube, and is afterwards fastened to
the body of the clip. The clip is an oblong piece of metal with two holes running
through its entire length. One, which is circular, is contracted at one end, and
forms a socket in which fits a corrugated steel tube, slit throughout its length.
The end of the cord is passed through the hole and slipped into the tube, which is
then compressed to the size of the socket, and inserted in it. The end of the cord
is thus held firmly to the body of the clip by the corrugations of the tube. The
other hole, through which the cord has already been passed, is oval in shape, and
contracted at both ends. In it is a loose piece of metal which lies against the cord
and can be pressed against it by a hand-lever and cam, or other suitable contrivance,
thus forming a clip, from which the cord cannot be pulled, owing to the contraction

page_text: of the ends of the oval hole which encloses it. To adjust the length of the cord,
the clip is loosened, moved backwards or forwards upon it, and then locked again,
the cord sliding through the eye-tube as required.
As a fifth arrangement, the adjustment is got by passing an end of the cord
round a drum, upon which it can be wound or unwound. In order to fasten the
cord, it is passed through a hole in the drum to the interior, and coiled round the
boss of the axle. The interior space in which it lies is corrugated, and it must be
forced into the corrugations in order to be kept fast, the side of the drum being
open to admit of this. The drum is then slipped into a box, through a hole in
which the cord has been passed before being made fast, and the axle is passed
through the sides of the box, in which it turns, and through the drum. The axle
carries a handle, with which the drum is turned, and a spring-catch, which works
in notches upon the side of the box, stopping it at any place desired. The box is
attached to any convenient part upon which the cord must pull.
As a sixth arrangement, an adjuster may be made, somewhat resembling the
screw-couplings used for railway carriages. A rod with a right-handed screw cut
on one end and a left-handed one on the other carries two blocks or nuts, one on
each end, which are separated or brought together by turning the rod. The blocks
are attached to the cord or other suitable part. A single screw may also he used,
in place of the double one.
For a convenient and safe method of winding. the cords upon the driving-rings,
a half-tube or channel-iron is wound round the drum or pulley-ring and fixed to it,
the cord lying in the hollow of the channel-iron, and being fastened to it by any
convenient clip or holder. The tube may also itself be made to form the body of
the drum. In the case of the brake-bands being attached to the driving-rings,
the tubes go round them also. This method ensures the proper winding of the
cords, and that they do not leave their right places.

page_text: I JAMES AYTOUN, of Balgregie, in the County of Fife, North Britain, Gentle
man do hereby declare the nature of my said invention for." IMPROVEMENTS IN
VELOCIPEDES," and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
My invention relates to improvements in the general construction of Velocipedes
and in the construction of certain integral parts of the machine which being
combined and arranged together form a machine of novel and useful construction.
In constructing a tricycle in accordance with my invention the driving mechanism
is of the reciprocating lever type. Two bell-crank levers are pivotted on a fulcrum
bar forming part of the frame of the machine. The long arms of the bell-crank
levers carry pedals at their free ends, while to the short arms are attached cords
which pass round, and are fixed to, loose drums on the axle carrying the driving
wheels. The drums are connected to the axle by clutches, so that the movement of
the drums in one or either direction will impart motion to the axle and yet will
allow the drums.to return to their normal position independent of the axle. The
driving cords are attached to the short arms of the bell crank levers by means of
sliding blocks or their equivalents so that the points of connection may be varied
to obtain greater or less leverage. Each drums is connected with the other either
directly or indirectly so that a movement in one direction of one drum produces a
directly opposite movement of the other drum, therefore as one pedal lever descends
and drives the machine through the action of the clutch, the rotation of the drum
produces a reverse action of the other drum which in turn raises the other lever
into position for the next stroke, or vice versa. I sometimes make the returning
action in direct connection with the pedals. Suitable brakes are provided on the
driving axle and are operated by putting pressure on both pedal levers at the same
time. I also provide an emergency brake or brake stop which may be brought into
action in case of emergency or in case of the failure of the usual brake. I provide
the cords connecting the treadle levers with the clutch drums and brake, and also
the cords for controlling the adjusting mechanisin, with a suitable arrangement for
taking up the slack of the cords and adjusting their lengths.
Since filing my provisional Specification I have discovered that certain parts of
my invention described therein were either not entirely new and novel, or not of
such practical utility as I had at first imagined and therefore disclaim and do
hereby abandon and make no claim to them.
In order that my invention may be fully understood I will more particularly
describe it making reference to the accompanying drawings on which corresponding
parts are marked with like letters of reference.
In the accompanying drawings Figs. 1 and 2 Sheet No 1 are a side elevation and
a plan respectively showing my improved tricycle. Figs. 3 and 4 Sheet No 2 are
views on an enlarged scale showing the driving gear; and Fig. 5 Sheet No 3 is an 4
enlarged plan of the same Fig. 6. Sheet No 4 is a plan showing a modification of
the driving gear and brakes. Fig. 7 Sheet No 4 is a side elevation of the modifi-
cation of the driving gear and Fig. 8. Sheet No 4. is a side elevation of the

page_text: modification of the brakes. Fig. 9 Sheet No 5 is a plan showing the reversing
apparatus for the clutches. Fig. 10 Sheet No 5 is a view showing the levers for
manipulating the reversing apparatus and emergency brake. Figs. 11, 12, and 13
Sheet No 5 are views on an enlarged scale showing the construction of the clutch
with the reversing gear, and Fig. 14 Sheet No 6 is a sectional elevation of the
clutch. Figs. 15, 16, and 17 are a side elevation, sectional plan, and sectional
elevation, respectively of the emergency brake or brake stop on an enlarged scale.
Figs. 18. 19. 20 and 21 Sheets No 6 are views showing the arrangement for
adjusting and tightening the brake cord. Fig. 22 Sheet No 7 is a side elevation of
the adjustable handle. Figs. 23 and 25 Sheet No 7 are sectional elevations on a
larger scale of the adjustable handle. Figs. 24 and 26 Sheet No 7 are cross
sections the former on the line v. w. and the latter on the line <. y.
The frame. A of my tricycle is constructed preferably of steel tube and is made of
an oblong shape, one end is furnished with brackets a. a. containing bearings a¹ a¹
in which the driving-axle X revolves, and is thus supported on the driving-
wheels Y. Y. The other end is formed of a strong steel rod Z which is firmly
bolted to the sides, and forms the fulcrum upon which the driving-levers B. B. turn.
At its middle point is fixed an arm a³ the end of which is fastened to or forms
parts of the steering head, a³ and is thus supported on the front or steering wheel y.
The driving levers B. B. are made in the shape of bell-cranks the long arms b. b.
are worked by the foot and are provided with treadles W. W. at their free ends,
and the short arms b¹ b¹ are connected to the driving clutches by cords v. v. and are
placed nearer the sides of the machine than the others in order to allow them and
the legs of the rider to move clear of the driving cord. The two arms b. and b¹ of
each lever are connected by a tubular sleeve 6 which extends along the fulcrum
rod Z and turns upon it as a bearing and this sleeve carries the apparatus for
adjusting the position of the driving cord upon the shorter arm and thereby
altering its leverage; the driving cord is fastened to a block 6 sliding upon the
shorter arm 6' and having a rack 6 which extends past the fulcrum and is furnished
with teeth gearing with those of a pinion 65 which turns upon the tubular sleeve.
Thus when the pinion wheel is turned upon the sleeve, it moves the rack and
sliding block upon the shorter arm and so alters the leverage at which the driving
cord works. The pinion 65 carries two pawls 6º 66 which engage notches 67 b7 on
the sleeve in opposite directions. These keep the pinion from shifting round upon
the sleeve when it is not desireable they should do so. When it is required to alter
the leverage, the pinion is made to revolve by means of another wheel or drum C.
carrying pins c. c. which disengage one or other of the pawls be and push it round
in the direction thus left free. This pin drum C. is moved by two cords w. w.
which pass in opposite directions round it and round a drum c¹ fixed to one of the
pulling handles U. which is in proximity with the seat of the rider, so that by
turning the handle round, the driving power may be altered without moving his
hand from the handle. One handle and drum work both pin drums c. c. suitable
pulleys being provided for the cords. The pin drums may turn either upon
the sleeve, as the pinions do, in which case they partake of the motion of the levers
or upon a boss fixed centrally with the fulcrum rod upon the frame when they
would remain at rest during the stroke, the former plan being however preferable.
In either case allowance must be made so that the pinion is not caused to turn upon
the sleeve by the movement due to the stroke. In the first case namely,-when
the pin druin partakes of the movement of the lever the cords must be made so
slack as not to pull upon the drum even at the extent of its movement. In the
Becond case when the drum is stationary during the movement of the pinion along
with the lever, the pins must be placed as far apart as to allow the pawls to play
freely between them, without touching them during their movement. Moreover
when the adjusting handle lies naturally in the hand it is in a line parallel to the
centre line of the machine, and, if turned through any considerable augle it would
then be in an awkward position for the rider when he pulls upon it. The cord
must therefore be made slack enough to allow of the handle being returned to its

page_text: .
parallel position, if, after being turned for the purpose of adjustment, it stands at
angle. One half turn of the handle is the maximum freedom required, so that each
cord must have for this purpose an allowance of length equal to one half the
circumference of the drum c. In both cases, therefore, the cords are loose when
not at work, but more so in the first than in the last. When the pin drum turns
as the pinion, it may be made in the form of a cover for the ratchet apparatus the
pins being placed in the inside. When it is fixed the cord motion may be replaced
by rack and pinion, or other suitable gearing and to ensure the parallel position of
the handle the pins must be placed sufficiently apart to allow of it. Although the
bell-cranks are shown pivotted at the junction of the two arms I do not bind
myself to this exact arrangement as I may sometimes find it more convenient to
carry the long arm of the lever from the free end of the short arm and make it
more in the shape of a bent or curved lever than a bell crank lever.
The mechanism for returning the levers into position for stroke, and for
adjusting the height of the treadles is constructed and arranged as follows:--Each
of the driving cords v. v. after being fastened to the clutch drum D. on the driving
axle is passed round a steel brake band E which is attached to the ring and
encircles a brake drum e. upon the driving axle. It is then passed round, and
made fast to a drum F keyed upon the end of a lay axle f. which carries at its
opposite end a similar drum F..on which. is fastened and wound the end of the other
driving cord v. which after passing round the other brake band E is fixed to and
passed round the other clutch drum D. and then fastened to the sliding block b³ on
the short arm of the other driving lever. The two cords are wound in opposite
directions on their respective drums, so that when one is unwound by the down-
ward stroke of its treadle the other is wound up and so lifts the other treadle to its
highest position. Each clutch drum has a cord fixed to it, passed round it in
a direction opposite to that of the driving cord and then passed round the drum
still in an opposite direction. When the machine tends to run backwards, as, for
instance when stopped upon an ascent, the driving-axle tends to turn the clutch
drum backwards, and they in turn pull on these cords, which pulling on the drums
on opposite directions, neutralize each other, and thus prevent the driving axle
from moving backwards. If the brakes are not worked in the circuit of the
driving cords the levers and clutch drums may be returned by a pinion wheel
attached to the frame and gearing into teeth upon the clutch drums, or by a cord
and pulleys, or other convenient mechanism.
A modification of my driving gear is constructed as follows and. is illustrated by
Fig 67 and 8 Sheet No 4 of the accompanying drawings each of the short
arms 6 b¹ of the bell-crank levers are extended backwards past the fulcrum thus
making a kind of horizontal T shaped lever H. The T shaped head is shaped to
the arc of a circle, and its arms carry sliding blocks moveable in opposite directions
by the saine pinion 6%. Each of the driving cords v. v. are attached to one of the
sliding blocks b³ passed round and fastened to the drum D which actuates the clutch
and axle hereinbefore referred to and then attached to the other sliding block b³.
One arm of the horizontal T shaped lever thus drives the machine and the other
returns the drum into position for a new stroke. The object of curving the T head
of the horizontal T headed lever is to keep the cords taut at all adjustments of the
blocks.
On the arc end of each of the horizontal T headed levers are formed racks h. h.
facing one another, and a pinion h¹ gears into both sets of teeth, so that, so long as
the pinion is held in one place when one rack is moved in one direction by the
motion of the lever, the other is forced in the opposite, the treadles of course also
moving in opposition. This pinion is fixed on an arm h' which moves on the
fulcrum rod Z of the levers as a bearing. The arm remains at rest during
the working of the levers, but moves when they are being adjusted. It is pressed
upon by a spring h³ which counteracts the tendency of the weight of the levers
to move it in one direction, while the action of the spring in the other direction
is checked by a pawl / attached to the arm, and working along a rack fixed to

page_text: the arm a² of the frame. The adjustment of the height of the treadles is regulated
by the pawl. In order to raise the treadles the pawl is drawn from its notch by
a cord, when the spring forces back the arm until again checked by the pawl,
which is released for the purpose when the desired height is attained. To lower
the treadles both are pressed down by the feet to the required position, the spring
being compressed, and the pawl running over the ratchet teeth, falling into a
notch, and so preventing the return of the arm. The pawl also prevents the.
velocipede from running backwards downhill, by holding the arm' carrying the
pinion, and with it the levers when they are both pulled backwards by the driving
cords acted upon by the weight of the machine. The pinion may be replaced on
the arm by a rocking lever with links attached to arms on the driving levers or by
pulleys with cords similarly attached or by any other convenient mechanism.
The levers may also be returned by pinions and racks, rocking levers and links or
other convenient means, their adjustment being effected by altering the position
of the mechanism in a manner similar to that herein before described, but by
modified contrivances. Another plan is to return the levers by means of a loose
cord passing beneath them, and over pulleys and fastened at each end, so that
when one lever is pushed down, the cord is pulled by it over the pulleys and raises
the other. The levers may have special arins for this purpose, if convenient.
The adjustment is obtained by simply altering the length of the cord, which raises
or lowers the levers as required.
In the case of the first described arrangement when the brakes are not worked
in the circuit of the driving cords, the adjustment may be got by altering the
position of the pinion or other returning apparatus. When the brakes are in
circuit, the same plan may be adopted, provided there is no second cord to act as
a back-stop as described. When this second cord is used the adjustment is effected
by altering the lengths of the driving cords. Cord adjusters, are afterwards
described.
If adjustment is not desired any of the mechanisms can, of course, be employed
to return the levers, the part for effecting the adjustment being left out. For the
modified arrangement hevel wheels or sectors of wheels fixed to the sleeves and
gearing with a bevel pinion, form a good modification of the pinions and racks,
when no adjustment is required.
All these returning mechanisms act as back stops or may be made to do so if
required. When they are adjustable, the contrivance, for fixing them in position
may be used as a back-stop as in the case of the pawl described. It is evident
that some of these modes of adjustment can be used in the case of machines in
which the place of the levers is supplied by stirrups and pedals.
The special features and advantages of this part of my improvements are as
follows: The use of bell-crank or bent levers in connection with cords and
driving pulleys. Bell-crank levers have been used with connecting rods and
cranks, and straight or nearly straight levers with cords and driving pulleys but
they have many defects. By my arrangement the dead points of the former plan
are avoided, and also the inequalities of driving of the latter, produced by the
varying angle at which the cord works. The shape of the bell-crank lever admits
of its being placed so that the cord is always approximately perpendicular to the
line of mid position of the cord arm, and this even when the block is at any point
of its adjustment, owing to the shortness of the distance of adjustment as compared
with the length of the cord. The weight of the rider upon the treadle also acts
Thus it
approximately perpendicularly to the mid position of the treadle arm.
may be said that the forces act perpendicularly to the lines of mid position, but at
varying leverages as the arms rock. The arms however rock through similar
angles, therefore the varying leverage of the one is compensated by that of the
other, and the pull of the driving cord is sensibly constant throughout the entire
stroke. Moreover it is possible, by nice adjustment of centres to arrange so that,
when the cord is adjusted for power, the leverage of the cord arm is less in pro-
.portion to that of the treadle arm at the beginning than at the end of the stroke.

page_text: This gives an additional advantage in starting each stroke and it is at this point
of least impetus that power is most required. At the same time a slower motion
of the foot at the beginning of each stroke may be obtained, when the cord is set
for speed by the proportional lengthening of the leverage at this point. This helps
to overcome the difficulty of catching up the stroke in very fast driving. Another
advantage is that the adjustment of the cord can be made without sensibly
altering the positions of the treadles which would alter the conditions of the
stroke. The path of the treadles is constant at all adjustments of the cord and
is arranged to give the rider the full advantage of his weight.
As regards the horizontal T headed lever constituting a modification of my
improvements the advantage lies in the simple and efficient plan of returning the
driving clutches, by which plan other mechanism is dispensed with and it is
possible to adopt the systems of adjusting the treadles in combination with the
brake gear as set forth.
The advantages of the hereinbefore described returning apparatus are efficiency
and lightness and ease of construction, and also suitability for working in con-
nection with the brakes.
The same advantages are claimed for the adjusting apparatus, in addition to
its main purposes, namely the adjusting of the treadles to suit any rider and 80
save the adjusting of the saddle, and, where the adjustment can be made during
motion the rider can instantly vary the length of his stroke to suit the different
kinds of driving required by the variations of the road.
The brakes are applied by pressure of the feet on both treadles at once, and act
on both of the driving wheels. The wheels being driven from the axle by suitable
clutches with ratchet or frictional mechanism which allows either of the wheels to
over-run the other, when required to do so in rounding a curve, require a brake
on each of them. If however a balance gear is used to drive the wheels only. one
brake would be required and the brake gear may be modified to suit.
In my first described arrangement of driving gear (see Fig. 5 Sheet No 3 of the
accompanying drawings) the brakes can be worked by the driving cord. Each
brake is formed of a steel band E attached to the clutch drum D. and encircling
a brake drum e. fixed to the driving wheel Y. The driving cords v. v. after being
made fast to the drums D. D. are passed round the bands E. E. and fastened to the
drums F. F. hereinbefore described, and as they pull upon the drums in opposition
to each other, pressure upon the treadles tightens them upon the brake bands and
presses these upon the brake drums, thereby preventing the driving wheels from
revolving. A similar action takes place when the cords are passed over pulleys
instead of being fastened to drums. The cord must have a sufficient number of turns
upon the brake band to tighten it when least cord is upon it, that is to say when
the treadle is in its highest position. When pressure is taken off the treadles, or
when it is on one only the steel brake bands "have spring sufficient to loosen the
cords which surround them, and free the brake drums, allowing the wheels to
revolve again. The brake bands may have a rubbing surface of leather or other
suitable material fixed to them.
When the inodification of my driving gear as hereinbefore described is used the
brakes are of the ordinary band type, but are worked by a cord in connection with
the mechanism for returning and adjusting the levers. (See Figs. 6 and 8 Sheet No 4
of the accompanying drawings) This cord t is the same as that used to work the
pawl h' herein before referred to. It is passed over a pulley he fixed to the pawl h*,
then round guiding pulleys t¹ t¹ attached to the frame A and each end is fastened to
the end of a brake band E. the other end of which is attached to the frame A. When
the arm carrying the pawl is raised by pressing down both treadles it carries with it
the cord, which pulls upon both bands tightening them upon the brake drums. When
pressure is taken off the treadles the arm is returned to its original position by the
spring until stopped by the pawl, as hereinbefore described. The brake cord t. is
utilised for regulating the action of the pawl h in the following manner. The
pawl h' is hinged to the pinion arm h³ whigh as herein before described carries the

page_text: pulleys he over which the cord passes. When the arm is raised by pressure on
both treadles, the pawl is pulled from its catch by the cord, and remains so while
the brakes are working. But when pressure is again taken off the treadles, the
arm is forced down again by the spring until the cord is again slack, when a small
spring which presses on the pawl, pushes it into its former place. As the length
of the cord determines when the pawl shall act, mechanism to be hereinafter
described is supplied for instantaneous adjustment of length so that a rider can
without stopping, alter the height of his treadles and consequently the length of
his stroke. As the cord moves freely over all the pulleys and is attached at
each end to a brake it is evident that the brakes have equal forces applied
to them.
To provide for wear and adjust the brake bands with nicety so that just a small
movement of the treadles will bring them into contact with the drums similar
cord adjusters to be hereinafter described, are provided.
In all the kinds of returning and adjusting apparatus described as applicable to
my modified arrangement of driving gear the brakes can be worked in a similar
manner and the cord used for adjustment. When no adjustment is desired, the
part of the mechanism which effects this can be omitted and the brake cord
connected directly with the returning apparatus. If the brake cord passing over
pulleys is alone used to return the levers the brake bands take the pull due to the
weight of the levers.
In the case of the first described arrangement of my driving gear, when the
brakes are not worked in circuit, and when the returning and adjusting apparatus
is moveable as in the case of the modified arrangement, the brakes can be worked
as in that case, with slight modifications to suit the changes of positions. A simple
arrangement can be adopted when the levers are returned by a cord connecting
the clutch drums and passing over two pulleys. Each pulley is attached to the
end of a lever which turns on a fulcrum fixed to the frame and the other end of
which is attached to the end of a brake band, so that any considerable pressure on
both treadles will at once apply the brakes. When the returning apparatus is not
moveable the brakes can be worked by a cord guided by pulleys and passed under
the levers themselves or over or under arms attached to them, which cord is slack
enough to allow the levers free play alternately but so tight as to bring the
brakes into action when both levers are depressed together. To allow of both
levers being moved in the same direction provision must be made in the returning
mechanism for the yielding of some part, when under considerable pressure.
For instance if a cord passing over pulleys returns the levers one of the pulleys
may be kept in place by a spring, strong enough to resist the weight of the levers,
but insufficient to withstand the pressure put upon them by the feet in order
to apply the brakes.
The chief advantages of this plan of working the brakes are that the rider can
by the use of his feet, bring the whole weight of his body to bear in applying
them, and that, at the same time, his hands are left free to be used as he likes in
steering or holding. These are very desirable points to gain, where his safety so
often depends on strong brake power, and good steering, and even occasionally on
keeping his seat. It is also convenient, in running down a long hill, to have the
machine under the control of the feet so that the hands may be free. There is
also a considerable gain in lightness and ease of construction as all the usual bars,
rods and levers are dispensed with, and, in their place is substituted little more
than a cord, and sometimes a few pulleys. In fact advantage has been taken of
other necessary mechanism to work the brakes by a mere cord connection, and the
cord itself is ofter used in regulating that mechanism; as with the adjusting
mechanism, many of the methods described are applicable to stirrup and pedal
driven machines.
The clutches illustrated by Fig. 5. Sheet No. 3. Figs. 12 and 13 Sheet No. 5 and
Fig. 14 Sheet No 6, are constructed of three principal parts. The first is fixed
"firmly to the axle, the second called the clutch drum is mounted loosely on the first

page_text: and is fastened to, and actuated by the driving cord, and the third is composed of
mechanism which engages the second with the first, or leaves it free to revolve as
required and according to the direction of its motion.
The first is a metal disc d keyed to the driving axle X and recessed where
necessary to receive the engaging mechanism.
The second is a drum D, the inner circumference of which revolves round the
.outer circumference of the disc d. The driving cord v. is fastened to the drum
and is wound round it by the return stroke, and unwound by the stroke, or
vice versa.
When
The engaging mechanism consists of two clutch pieces of metal & and d' which
lie loosely in the recesses of the disc but are pressed against the inner circum-
ference of the drum by springs d³, the pieces d¹ fit againt the inner circumference
of the drum D and the other pieces d lie between the pieces d¹ and the disc
and jam between them, and impart the motion of the drum to the axle.
the drum is moved backwards it revolves upon the disc and rubs over the surface
of the clutch pieces, experiencing only the friction due to the pressure of the
springs. But, when it is moved forwards, it jams the pieces between itself and
the disc, and by this means carries it round, and with it the driving axle and the
wheels. The said arrangements are made reversible or not according as the clutch
pieces are given a single or double acting shape and the springs arranged to suit,
so that, with a proper reversing gear a machine may be driven backwards if
required. In order to reduce the friction during the return of the ring, ball or
roller bearings may be used. In this case the ring and the disc will each have a
projection on the side grooved to receive the balls or rollers. The only friction
will then be that due to the ball bearings, and the clutch pieces pressed by their
springs.
If back driving is required reversing gear is necessary, but even if not, it is
desirable to have disengaging gear to allow the velocipede to be wheeled back-
wards, unless provision for this is made in some other way. With slight variations
a similar gear answers both purposes. A rod j. extends from one disc to the other
and turus in bearings on each. It carries at each end a lever ¹ on the end of
which is a pin engaging with a slide j³ upon the face of the disc d. The slide
carries pins which projects through slots job cut in the disc and concentric
with it. When the rod with its levers is made to turn round, the slide is also
turned, and the pins engage with the clutch pieces and move them from the face
of the drum or allow them to be in contact with it as required. The pins also
adjust the springs when this is required. In order to turn the rods and levers a
disc je is placed upon the driving axle X and concentric with it, the rod j passes
through this disc and where it does so a short pin 17 fits into a slot * cut in the
disc and forming the thread of a screw in which the pin slides. Consequently
when the disc is moved towards one or other end of the driving axle the rod and
levers by means of the pin j' are caused to revolve, as required to adjust the clutch
pieces. The movement of the disc is effected by a hand lever J. working in
bearings as a upon the frame. The end of the lever is forked and one prong of
the fork is used to push the disc to one side, the other with a reverse motion of the
handle to push it back again. For this purpose the prongs are inclined, so that
when one has pushed the disc aside the other may catch it in its altered position,
and return it to its original place. The ends of the prongs are inclined to the
plane of the disc, and when forced against the edge of its rim cause it to move in
a lateral direction. Two movements are sufficient for a disengaging gear but for
a reversing gear a third is required which is got by a greater movement of the
lever bringing the inclined side of a prong against the edge of the disc. The disc
may of course be moved by the forked end of a lever acting laterally but the
above plan is preferable besides admitting of other gear being worked by the same
shaft. If the power of instantaneous and simultaneous adjustment during motion
is not desired, the lever and rod gear may be dispensed with and the slides moved
` separately by the hand,

page_text: The emergency brake or brake stop is illustrated by Figs. 15, 16 & 17 Sheet No 6.
and is constructed as follows.-A hollow sheave or drum K. the periphery of which
is smooth and provided with flanges to form a brake drum, is held in position upon.
the axle by a brake strap k. which is attached to the frame A and tightened on the
drum so as to allow it to revolve with difficulty in a manner that will presently be
made clear. The interior of the sheave K is made eccentric with the axle, and in
the recess between the sheave and the axle, or a collar fixed on it, is placed a
ball which in certain positions jams between the collar on the axle, and the
sheave, and locks the two together. If the ball is in front of the axle and locks
the sheave to the axle, the emergency brake is applied, and if it is in the rear
of the axle it acts as a back-stop and prevents the machine running backwards;
for this purpose the sheave or drum is furnished with a pawl k' which fits into a
notch in the frame so placed and arranged as to prevent the sheave k from
turning backwards when it is locked to the axle by the ball as hereinbefore.
described. When it is desired to stop the machine by means of the brake, the
ball is moved over to the front of the axle, and is at once jammed between the axle
and the sheave which last is carried round with the axle and experiences the
friction of the brake strap which quickly brings the machine to rest. A bolt ko
provided with a nut, passes through a lug on one end of the brake strap, through
a projecting lug a* on the frame, and through a lug on the other end of the strap,
so fastening the strap to the frame. To allow of the adjustment of the strap, a
block of india-rubber k is inserted between one or both of the lugs and the pro-
jection. In case the ball should fall from its position by the shaking of the machine
when the V shaped recess formed by the eccentricity of the interior of the sheave,
is inverted during its revolution a slight spring k7 may be inserted in the box
where it inclines towards the axle to form the recess. The ball rolls over the
spring depressing it as it does so, and is then jammed in the recess while the spring
rises up behind it and keeps it in place, the free end of the spring bearing upon it.
When the ball is carried back by the operating mechanism, however, the strength
of the spring is insufficient to prevent this and it is pushed down allowing the.
passage of the ball. The operating mechanism consists of a slide fitted on the
side of the sheave K, and carries two pins which move in slots in the side
and project underneath the ball.
The slide may be worked by an arm L on the same shaft that carries the arm
for working the disengaging or reversing gear. The arm L has, hinged upon its
end another arm notched or recessed in such a manner as to catch a pin l³
projecting from the slide, raise it as the arm is raised, and free it just as the drum
is carried round with the axle, which happens when the arm is raised sufficiently
to make the pin carry the ball over the top of the axle and allow it to drop in the
V shaped recess. The arm is then raised still more to allow the drum to revolve
without striking the pin on the notched arm 1. When it is required to bring the
sheave back to its proper position of rest, the arm is lowered to its lowest position,
which brings a stop upon it into the position where the pin was, when first it
began to be carried round with the sheave. The machine is driven forwards till
the pin is stopped by the stop and the ball forced from its locked position. The
arm L is then raised and the notched arm comes in contact with the pin l* on
one side and a spring 15 on the other. The spring yields as the piece is further
raised, but when the notch comes opposite the pin, pushes the piece so as to catch
the pin in the notch. The arm is then lowered and the pin and slide moved back
to the position of rest, the ball being carried over to the back of the axle, ready to
act as a back stop. By this means the sheave is stopped in the proper position for
allowing the pawl to fall in its notcb, and the slide and ball are then returned to
their original places. A spring 18 is also fixed upon the arm which holds the
notched piece out of contact with the pin, when the arm is lowered to bring
the stop into play, but is insufficient to prevent the other spring acting so as to
cause the notch to engage the pin when the arm is raised to the position that
admits of this. It will be seen that the motions of the hand lever work the

page_text: reversing or disengaging gear along with the emergency brake. When the gear is
simply disengaging the clutches are disengaged whenever the ball is lifted from
the back of the axle so that it can revolve backwards without carrying the clutch
drums and cords with it. No further action is required even when the ball rolls
over to the front, and sets the emergency brake in action. But, with a reversing
gear, further movement is given to the lever, which reverses the action of the
clutches and enables the machine to be driven backwards, and the ball now acts
as a stop on the front side, the brake having sufficient power to prevent the
sheave from being set in motion by the weight of the velocipede upon an
incline. The slides can also be worked by any other suitable mechanism, or even
by the hand.
Instead of the sheave being made to revolve, it may be fixed. The brake band
will then be placed within it and will take the shape of a collar which can be
adjusted tightly, by any suitable means, upon the axle. The ball will lie between
the end of the box, and the brake-band, and thus, when in action, will stop the
latter, while the revolving axle will be brought to rest through the consequent
friction. It is, moreover, manifest, that the machine could be brought to rest by
the ball or wedge piece without the aid of a brake band at all, but the danger to
rider and machine is too great to render this plan advisable. However, the
ordinary double-acting stop may be used very advantageously as a brake, when
the machine is going at a very slow speed, owing to carriage traffic or any
other cause.
The advantage of the brake stop is that going up a hill the rider is able at
any moment to take the pressure of his feet off the treadles without the velocipede
running backwards. He is thus able to rest whenever he likes, and is, moreover,
at ease during the whole of his work even at the weakest point when changing his
stroke from one foot to the other.
It is evident that when this stop is used, that part of the returning mechanism
which supplies its place in preventing the backward motion is unnecessary and
may be dispensed with, and this is sometimes a convenience.
The advantage of the emergency brake is that of having an extra brake of a
light kind, a very necessary thing where the safety of the rider may be imperilled
by an accident to the ordinary brake gear.
The governing mechanism is light and effectual, and also has the advantage that
it can be used in connection with the disengaging or reversing gear.
My adjustable handles are illustrated by Figs. 22. 23. 24. 25 & 26, Sheet No 7,
of the accompanying drawings and are constructed as follows-One of the
handles is used as a steering-handle and the other as a handle for adjusting
the driving-cords upon the arms of the levers, while both may be used as
pulling handles, to enable the rider to increase the power of his stroke by
pulling upwards with his hands while pushing downwards alternately with his
feet. The handle U is kept in place by supports as a fixed to the frame of
the machine. The handle consists of two tubes one sliding within the other,
the inner tube u. being furnished with a handle u¹ and mechanism for fixing it
at any desired point within the outer tube u². Into the end of the inner tube u
is screwed a cylindrical piece of metal u with a wedge shaped slice cut out of
one side, the sharp edge of the wedge being downwards. A ball u¹ rests in the
cavity thus made which when the inner tube is pulled upwards, the ball is jammed
against the outer tube, and so prevents the handle from moving upwards. To enable
the handle to be lifted when required, a small handle u or button is placed within
the pulling handle and a small rod u fixed to it passes down the inner tube, the end
of it being made to encircle the ball u. When the button is raised this rod lifts
the ball out of the narrow part of the wedge-shaped cavity, and the handle can then
be raised to any desired position. The button is then let go, and is returned by a
spring u or pushed back to its original position, the ball being again released and
ready to hold the handle when the rider pulls upwards. The spring also pushes
the rod so as to press the top part of the loop against the top of the ball and

page_text: holds the latter in its place, in case of the movement of the velocipede tending to
shake it loose. A wedge or jam-piece may be used instead of the ball. To adjust
the handles downwards all that is required is to push them down, the ball rolling.
round in the cavity. The wedge piece may be formed of a fube the inside of
which is tapered. This tube is split longitudinally into two pieces, and these are
embraced by a thin tube split down one side in order that it may act as a spring.
The outside diameter of the spring tube is slightly larger than the inside diameter
of the outer tube of the handle, and thus the spring serves to give an initial catch
to the clutch. In certain cases, especially when the ball is used, the inner tube
would slip down of its own accord, and the rider would be unable to use. the
handles as rests. To meet this, it may be made to slide very stiffly and an adjust-
able collar may be used to regulate the stiffness. The wedge piece also may, if
desired, be made double acting so as to resist pressure either up or down, and in
this case its mid position is that for adjustment and is maintained by the adjusting
rod. To the outer tube is fixed the steering pinion or power varying drum as the
case may be. A long slot u³ is cut in it for part of its length and a pin u³ screwed
into the side of the inner tube fits into this slot, and slides up and down in it as
the one tube slides within the other. The outer tube is held in bearings in which
it can revolve and when the inner tube is turned by means of the handle, is carried
round by the pin, and thus works the steering or power varying-gear as required.
The support for the handle is formed of two steel tubes as a fixed by brackets
to the frame, at the top, the tubes are screwed into a block a through which is a
circular hole, the top part of which is of a diameter only sufficient to let the inner
tube of the handle pass through while the lower part admits the end of the larger
outer tube, which is prevented through the change of diameter, from moving
upwards when the handle is pulled in that direction. The two supporting tubes
then pass through the two brackets on the frame, and are brought round to the
lower end of the outer tube of the handle where another block a with right and
left hand screws is screwed into both. In this block is a circular hole, through
which a pin 10 is put and screwed into the end of the outer tube which thus rests
upon the block, and has it for its lower bearing. One of the tubes is arranged to
carry the pulleys c² c³. The great advantage of the handle is that all the adjusting
mechanism is contained within the outer tube, it is thus out of the way, and the
handle can be moved in any direction without bringing it into contact with the
supports.
In order to compensate for the stretching of the driving and other cords, and
also to provide for the adjustment of the height of the treadles, and of the length
of the brake cord, adjusters hereinbefore referred to, with which to vary the lengths
of the cords, are constructed as follows; and illustrated by Fig. 3-Sheet No 2. A
piece of tube is bent into the shape of an eye m. and fitted upon the. pin of the
sliding block, or to ensure better wear, it may be fitted upon a piece of metal m'
bored to receive the pin. The driving cord v is passed through a clip hereinafter
described, then through the tube, and is afterwards fastened to the body of the clip.
The clip is an oblong piece of metal M with two holes running through its entire
length. One which is circular is contracted at one end, and forms a. socket in
which fits a corrugated steel tube m², slit throughout its entire length. The end of
the cord is passed through the hole and slipped into the tube which is then com-
pressed to the size of the socket, and inserted in it. The end of the cord is thus
held firmly to the body of the clip by the corrugations of the tube. The other hole
through which the cord has already been passed, is oval in shape and contracted at
both ends. In it is a loose piece of metal m³ which lies against the cord and can
be pressed against it by a hand-lever and cam m or other suitable contrivance ;
thus forming a clip from which the cord cannot be pulled owing to the contraction
of the ends of the oval hole which encloses it. To adjust the length of the cord
the clip is loosened, moved backwards or forwards upon it, and then locked again,
the cord sliding through the eye-tube as required. The adjuster I prefer to use for
the brake cord t. is illustrated by Figs. 18. 19. 20 and 21 Sheet No. 6 of the

page_text: accompanying drawings and is constructed as follows.-The adjustment is obtained
by passing the end of the cord round a drum n. upon which it can be wound or
unwound. In order to fasten the cord, it is passed through a hole in the drum to
the interior and coiled round inside the drum which is hollow and is corrugated on
its inner periphery and on its inner boss; as the cord must be forced into the
corrugations in order to be kept fast, the side of the drum is made to open to
admit of this. The drum is then slipped into a box N through a hole in which
the cord has been passed before being made fast, and the axle n' on which the
drum is fixed is passed through the sides of the box, in which it turns. The axle
carries a handle n' with which the drum is turned, and a spring catch n which
works in notches n' etc. upon the side of the box stopping it at any place desired
The box is attached to any convenient part upon which the cord must pull.
For a convenient and safe method of winding the cords upon the driving
clutches a half tube or channel iron is wound round the drum or pulley ring and
fixed to it, the cord lying in the hollow of the channel iron and being fastened to
it by any convenient clip or holder. The tube may also itself be made to form the
body of the drum. In the case of the brake bands being attached to the driving
clutches the tubes go round them also. This method ensures the proper winding
of the cords, and that they do not leave their right places.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what
I claim is
1st A velocipede with the parts combined arranged and operating as hereinbefore
described and shown.
2ndy In a velocipede driven by reciprocating levers in combination with clutch
driving gear, the construction and arrangement of the driving levers as herein-
before described and shown by Figs. 1. 2. 3. 4. 5. 6. 7 and 8 of the accompanying
drawings.
3rdly In a velocipede driven by reciprocating levers in combination with clutch
driving gear, the construction and arrangement of the mechanism for adjusting the
leverage of the driving levers as herein before described and shown by Figs. 1. 2. 3.
4. 5. 6. 7. and 8 of the accompanying drawings.
4thly In a velocipede driven by reciprocating levers, the mechanism substantially
as hereinbefore described and shown by Figs. 6 & 7 of the accompanying drawings,
for raising one pedal lever by the downward stroke of the other, and vice versa.
5thly In a velocipede driven by reciprocating levers or their equivalents in
combination with clutch driving gear, the arrangements for instantaneously
adjusting the height of the pedal levers as and for the purpose herein before
described and shown by Figs. 1. 2. 3. 5. 6. and 8 of the accompanying drawings.
6thly The clutch for converting the reciprocating motion of the pedal levers into
rotary motion of the driving axle, constructed arranged and operating as herein-
before described and shown by Figs. 5. 12. 13 and 14 of the accompanying
drawings.
7thly The combination of the bell-crank or equivalent driving levers, the returning
mechanism, and the clutches, for converting reciprocating motion into continuous
rotary motion as and for the purpose hereinbefore set forth.
8thly In a velocipede driven by reciprocating levers or their equivalents, the
application of the brake or brakes, by simultaneous pressure of the feet upon both
of the pedal levers through the mechanism connecting the brake or brakes with the
driving levers or their equivalents.
9thly The brake constructed to operate by the downward pressure of both pedal
levers simultaneously, operating through the driving cords in circuit as hereinbefore
described and shown by Fig. 5 of the accompanying drawings.
10thly The emergency brake constructed arranged and operating as hereinbefore
described and shown by Figs. 15. 16. and 17 of the accompanying drawings,
5

page_text: and
or
11th The combined emergency brake and brake stop, constructed, arranged, and
operating as and for the purpose hereinbefore set forth.
12th The mechanism for reversing the action of disengaging the clutches, con-
structed and operating as herein before described and shown by Figs. 9. 10. 11. 12
and 13 of the accompanying drawings.
13th The mechanism for controlling the action of the locking piece of the
emergency brake, whereby the apparatus may be converted into, either an emergency
brake, or a brake stop, at the will of the rider, constructed arranged and operating
as hereinbefore described and shown by Figs. 9. 10. 15 16. and 17 of the accom-
panying drawings.
14th The mechanism as shown and described with reference to Figa. 9. and 10
of the accompanying drawings, for disengaging the brake stop, reversing the
action of the clutches.
and
or
15th The mechanism as and for the purpose hereinbefore described and shown
by Figs. 9 and 10 of the accompanying drawings, for disengaging the brake stop
and clutches and applying the emergency brake by a continuous movement.
16thly The adjustable handles, constructed and operating as hereinbefore described
and shown, by Figs. 22. 23 24. 25 and 26 of the accompanying drawings.
and
ar
17thly The arrangement for lengthening, adjusting the length of the driving
cord, as and for the purpose hereinbefore described and shown by Figs. 1. 2. 3
and 5 of the accompanying drawings.
and
or
18thly The mechanism for adjusting the length of, taking up the slack of, the
brake and other cords as and for the purpose hereinbefore described and shown by
Figs. 6. 8. 18. 19 20. and 21 of the accompanying drawings.
Dated this 19th day of June 1885.
ROBT. ED. PHILLIPS, M.I.M.E,
Consulting Engineer & Patent Agent,
Royal Courts Chambers,
70, 71 & 72, Chancery Lane, London, W.C.,
Agent for the Applicant.