IMPROVEMENTS IN VELOCIPEDES
Year: 1883

page_text: LETTERS PATENT to Herbert John Haddan, of Kensington, Middlesex, for
an Invention of IMPROVEMENTS IN VELOCIPEDES communicated to him from
abroad by Albert H. Overman, of Massachusetts, United States.
PROVISIONAL SPECIFICATION left by the said Herbert John Haddan at
the Office of the Commissioners of Patents on the 9th October 1883.
HERBERT JOHN HADDAN, of Kensington, Middlesex, "IMPROVEMENTS IN
VELOCIPEDES," a communication to me from abroad by Albert H. Overman, of
Massachusetts, United States.
The invention relates to improvements in Tricycles, the object being to provide
improved steering devices whereby the rack and pinion ordinarily employed are
dispensed with. Also to provide improved means for attaching the tiller to the
steering rod. Also to provide an improved pedal by means of which a parallel
bearing pedal can be made longitudinally adjustable. Also to provide anti friction
devices whereby the sliding bearing is greatly reduced. Also to provide improved
seat or saddle spring adapted to be adjusted for different weights. Also to provide
an improved saddle whereby any stretch in the leather can be taken up and give
any desired tension to the seat. Also to provide improved compressed rubber tire
and means for attaching it to the vehicle wheels. Also to provide an improved
axle-The invention consists in the parts and combinations of parts in and for the
above improvements.
That part of the invention relating to an improved steering device is a substitute
for the present rack and pinion now in use, so arranged that instead of a gear
wheel meshing with a rack bar, a drum and belts are used instead of a pinion, and
a plain bar instead of a rack.
The improved method of attaching the tiller to the steering rod is by means of
a taper bolt passing through the two sides of the slot in the steering rod, and also
through the hole in the end of the tiller, which latter lies between the slotted ends
of the steering rod, making an ordinary pivotal joint. The holes in the adjacent
ends of the steering rod and tiller are also made tapering. The end of the tiller is
provided with an open slot communicating with the opening or hole therein, and

page_text: also with a screw by means of which the size of the hole can be increased and
diminished.
The improvement relating to the pedals, consists of a pedal divided longitudinally
with two equal parts, and each part divided transversely into two unequal parts,
the long parts of both halves resting directly opposite the short parts, and the
whole connected together by bolts as in the ordinary pedals. The holes through
which the bolts pass are elongated, and by this means the pedals are lengthened
and shortened as circumstances demand.
The improved tricycle bearing is made practically like an inverted grindstone
bearing, that is to say, the weight of the rider is carried on two rollers running on
the axle. Each bearing consists of two small rollers about an inch in diameter
which roll in a groove on the axle. These rollers have bearing on the sides of a
steel shell which enclose the bearing. By this means I am enabled to reduce the
sliding friction in an ordinary parallel bearing, to rolling friction, and consequently
lessen the power necessary to drive the machine.
The adjustable seat spring is formed of steel wire or rod bent into a double
flattened and coiled completely around at the angle so as to form a spring in
addition to the natural spring of the rod or wire.
The improved saddle, consists of a sheet metal frame having a leather seat
secured thereto. The front end of the seat is secured to the frame by rivets, and
the rear portion thereof instead of being rivetted to the frame is carried over the
same and provided at suitable intervals apart with eyelets. The frame is provided
on its lower face with a series of eyes depending therefrom. A stout cord or equi-
valent device is passed through the eyes in the seat and through the eyes in the
frame and drawn taut and secured.
For the improved rubber tires the rim or felly of the wheel is made in the usual
form, and is coated with cement and the tire placed therein. An inverted rim cut
into segments and adapted to cover the tire, is then placed on the tire and held
thereon by small clamps, one or more to each segment. The parts are thus held
together until the cement hardens, when the clamps and segments are removed.
The improvement in the axle, consists of dividing the axle into two parts
whereby one wheel can be taken off to enable the machine to be carried through
an ordinary doorway. The axle is divided near one side between the wheels and
the portion thereof forming the spindle of the removable wheel is provided
with an elongated socket the extreme inner end of which is cone shaped. The
outer end of the socket is provided with female screw threads. The adjacent end
of the other part of the axle is also cone shaped to fit with the cone shaped end of
the socket. This portion is also provided with screw threads adapted to register
with the female screw threaded socket of the spindle.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Herbert John Haddan in the Patent Office on the 9th April
1884.
HERBERT JOHN HADDAN, of Kensington, Middlesex, "IMPROVEMENTS IN.
VELOCIPEDES," a communication to me from abroad by Albert H. Overman, of
Massachusetts, United States.
The invention relates to an improvement in Tricycles and comprehends, first, an
improved suspension saddle adapted to have the tension of every portion of its
covering controlled at pleasure; second, an improved seat-spring adapted to be
adjusted for pliancy; third, improvements in the steering apparatus whereby loss
of motion and wear is avoided and uniformity of action is secured; fourth,
improved pedals adapted to be longitudinally adjusted as a means for compensating
for wear; fifth, improved roll bearings for the axle of the vehicle; sixth, improved
means for coupling a sectional axle, and seventh, improvements in the method of
constructing and applying the rubber tires to the rims of the wheels.
In the accompanying drawings; Fig 1 is a view in vertical longitudinal section
of a suspension saddle embodying the invention. Fig 2 is a reverse plan view
thereof; Fig 3 is a view in perspective of the improved seat-spring. Fig 4 is a
view thereof in end elevation. Fig 5 is a perspective view of one of the modified
forms which the spring may assume. Fig 6 is a view in side elevation of the
improved steering apparatus. Fig 7 is a plan view thereof. Fig 8 is a detached
view of the devices for supporting and compensating for the wear of the steering
rod. Fig 9 is a view in section showing the improved mode of connecting the
steering-rod and tiller. Fig 10 is a plan view partly in elevation and partly in
section of the improved pedal. Fig 11 is a similar end view thereof. Fig 12 is a
similar side view of the pedal. Fig 13 is a view in side elevation of the roll
bearings for the axle. Fig 14 is a similar view thereof. Fig 15 is a view in
elevation of the improved means for coupling a sectional axle. Fig 16 is a detached
view in elevation of the outer end of the shorter section of the axle. Fig 17 is a
similar view of the end of the longer section thereof. Fig 18 is a view showing
the improved method of applying the tires to the rims of the wheels.
The first part of the invention is shown in Fig 1 and 2 of the drawings and
relates to an improvement in suspension saddles, the object being to provide means
for controlling, at pleasure, the tension of every portion of the coverings of saddles
of this type. Heretofore there has been no adequate provision for doing this. It
has been proposed to effect the desired results by making the frames of the saddles
adjustable. This method is objectionable, however, in that any adjustment of the
frame necessarily affects the tension of the entire covering, whereas, it is more
often desirable to change the tension of some portions of the covering to the
exclusion of the remaining portions thereof. It has also been proposed, in
connection with saddles of the long distance type, to control the tension of their
coverings by means of lacing inserted in and running transversely across their
narrow forward portions. In this position of the lacing, however, the tension of
only a portion of the covering can be controlled by it, and moreover from its
exposed position it not only detracts from the riding qualities of the saddle but
also takes the weight of the rider and stretches with obvious effect upon the
covering. The present invention is designed to obviate the objections above recited
and to provide adequate means for controlling the tension of every portion of the
coverings and at the same time to improve the riding qualities of the saddle. For
the purpose of illustrating this part of the invention a saddle of the long distance

page_text: type has been chosen. This consists of a frame A having a covering B applied to
it upon the suspension principle. No padding is used between the frame and
covering which cushions by its elasticity. Preferably, the covering is provided
with one or more openings to insure a circulation of air through the saddle and
thus promote the greater comfort of the rider. The present invention relates to an
improved method of suspending the covering whereby the tension of every portion
of it may be controlled at pleasure. It consists in lapping the rear edge of the
covering over and under the rear edge of the frame and in securing it to the lower
face thereof by means of a lacing C passing through eyelets D located in the edge
of the covering and through eyes E attached to the frame. The said lacing is
preferably secured to the central eye, as shown, and drawn each way from that
as a point of purchase. The employment of a lacing, as described, as a means
of attaching the rear edge of the covering to the frame not only enables the tension
of the entire covering to be increased or relaxed but it also enables the tension to
be increased at some points and relaxed at others. This permits the stretch to be
compensated for and the covering to be adjusted to the particular needs of the rider
under a variety of circumstances. Furthermore, the application of the lacing to
the rear edge of the covering, dispenses with the rear row of studs commonly
employed to secure the covering to the frame and obviates the objections incident
to their use. Moreover, by lapping the rear edge of the covering over the rear
edge of the frame the weight and strain which the rider imposes upon the covering
is borne by the edge of the frame. The lacing is thus relieved from tension and
prevented from stretching. It is to be understood however, that the invention is
not limited to lacing as a means of both securing the covering to the frame and
controlling its tension. If desired, for instance, the lacing may be replaced by
adjustable bolts connecting the edge of the covering and frame. Neither is the
invention limited to the attachments herein shown for lacing as they are obviously
susceptible of variation. It is also to be understood that instead of lapping the
covering over and under the frame it may be simply lapped over the same.
Although the improvement has been shown as applied to a saddle of the long
distance type it is clearly applicable to all saddles constructed upon the suspension
principle whether intended for bicycling or tricycling purposes.
The second part of the invention is shown in Fig 3, 4 and 5 of the drawings,
and relates to an improvement in that class of seat-springs which are shaped in
general contour like the letter S, the object of the invention being to adapt a
spring of this class to be adjusted to the weight of each rider. With this end in
view the improved spring is composed of two or more parts secured together and
arranged to be adjusted with respect to each other to change its pliancy. As
shown in Figa 4 and 5 of the drawings it consists of a lower part and an upper
part respectively constructed so as to form, when secured together, the general
outline of the letter S. The said lower part of the spring is made of a single piece
of heavy prepared steel wire bent into shape and preferably provided with coils F
to increase its power. The ends G of the said part of the spring are secured in
suitable bearings by which the spring is mounted upon the vehicle, while the
loop H of the said parts supports the upper part of the spring. The said upper part
of the spring is made of a single piece of flat spring metal preferably brought into
shape by forging. The upper arm I of this part of the spring supports the saddle
while its lower arm J rests upon the loop H of the lower part of the spring. As
herein shown the upper part of the spring is slotted as at K for the purpose of
increasing its clasticity and this may or may not be done according to circum-
stances. The upper part of the spring is mounted upon the loop H of the lower
part thereof and prevented from being laterally displaced thereupon by depending
flanges L formed integral with the arm I and arranged to embrace the said loop.
In this adjustment the two parts are secured together and this may be done in a
variety of ways.
As shown in the drawings a plate L and bolt M are employed
for the purpose. The said plate, which is grooved to fit the loop H of the lower
`part of the spring, is supported below the said loop by the bolt M which extends

page_text: through the lower arm J of the upper part of the spring. By turning down a
nut N fitted upon the projecting upper end of the bolt the plate is drawn up and
the loop clamped between it and the arm J aforesaid, thus rigidly securing the two
parts of the spring together. By loosening the nut the upper part of the spring
may be adjusted forward and back upon the loop H aforesaid with the effect of
changing the pliancy and hence the power of the spring. By adjusting the upper
part of the spring toward the end of the said loop the leverage of the spring will
be lengthened and its flexibility increased, whereby it is adapted to riders of light
weight. On the other hand, by moving the said upper part of the spring away
from the end of the loop the leverage of the spring will be shortened and its power
increased, thus adapting it to riders of heavy weight. In this connection it may
be well to state, with reference to springs incapable of being adjusted for pliancy,
that when the rider is too light for the spring it will not respond to his weight and
ride comfortably while if he be too heavy it will not only not cradle properly but
will be strained and if not unfitted for use greatly impaired. For these reasons
springs which are not adjustable for pliancy are practically limited in use to riders
of approximately the same weight. By its adaptation to be adjusted to the weight
of each rider, the improved spring insures to him the highest comfort with the
least strain upon itself. Furthermore, this adaptation for adjustment makes the
spring available for riders varying considerably in weight. The spring hereinabové
described and shown in Fig. 2 and 4 of the drawings is composed of two parts, but
if desired it may be made in three or even more parts. A spring composed of
three parts is shown in figure 5 of the drawings in which the lower part of the
spring is made in two parts O instead of in one. These parts O are made of heavy,
prepared steel wire bent and coiled into shape. The upper part of the spring has
been described as being made of flat spring metal. This is the preferred construc-
tion, but if desired the part in question may be formed of wire and either in one
or more parts. If desired also the spring may be constructed with the wire part
uppermost and the flat metal part beneath. Furthermore, the described plate and
bolt for securing the parts together may give way to other devices, or such devices
may be entirely dispensed with and the parts adapted to sleeve upon one another.
It is also apparent that the improved spring is applicable to bicycles as well as to
tricycles.
The third part of the invention is shown in Fig" 6 to 9 inclusive of the drawings
and relates to an improvement in the steering apparatus of tricycles and embodies
an improvement in the means for transmitting the motion of the steering-handle
post to the steering-rod and improved means for supporting and compensating for
the wear of the latter and for connecting it with the tiller. The object of these
several improvements in the steering apparatus is to avoid the loss of motion
which the devices now employed entail, to insure positiveness and uniformity of
action, to reduce the wear of the parts to the minimum and to provide means for
compensating for such wear as occurs. The first feature of this third part of the
invention consists in the employment of metal ribbons or their flexible equivalents,
as chains, for connecting the steering-handle post with the steering-rod and
transmitting the motions imparted to the former to the latter. Preferably these
ribbons or flexible connections consist of thin strips P of phosphor bronze
respectively attached to the opposite ends of a bearing Q located at the rear end
of the steering-rod R and wound in opposite directions upon and attached to the
drum S in which the lower end of the steering-handle-post T is adjustably secured
by means of a recessed bolt U located in a shoulder V formed integral with the
drum. As shown herein the ribbons are attached to the drum by means of blocks
W let into the periphery thereof and secured in place by screws X or equivalent
means. For the purpose of enabling the tension of the ribbons to be controlled
the ribbon running to the rear end of the bearing Q aforesaid is attached to a
suitable adjustable bolt Y mounted in a shoulder Z formed on the rear end of the
bearing. By this means the tension of both ribbons is readily controlled inasmuch
as the forward ribbon is virtually shortened by being wound upon the drum in the

page_text: same ratio that the rear ribbon is taken up by the bolt. Stops A' located upon
the outer face of the bearing Q of the steering-rod R are employed for limiting the
reciprocation of the latter. Any means for accomplishing the same result, may,
however be employed in their stead. By employing ribbons arranged as described
and kept very taut, as a means of transmitting the motion imparted to the
steering-handle post to the steering rod, all loss of motion is avoided and
positiveness of action insured to the steering apparatus. From this results a
sensitiveness of the apparatus which renders it responsive to every motion
of the steering-handle, however slight, and places the control of the vehicle
entirely within the hands of the driver. The ribbons do not wear appreciably
and hence the action of the steering apparatus is uniform throughout
the entire range of its operation whereas the devices now employed in
the same capacity and notably the rack and pinion become worn in the centre
where most used and operate with quite different tension at the worn and unworn
points. It may also be stated that as the ribbons require no oil they are always
clean. Furthermore there is no chance for the dress of a lady to become involved
in the ribbons as sometimes occurs where the rack and pinion are employed.
What little wear falls upon the drum S may be compensated for by screwing down
a threaded bushing B₁ located in a split-bearing C formed in the upper arm of the
hanger D¹ in which the drum is mounted. The next feature of this third part of
the invention consists in improved means for supporting and for compensating for
the wear of the steering-rod. The said means of support and compensation consist
of a guide block E¹ and a bevelled plate F¹ which are secured by a bolt G¹ to an
arm Hoffsetting from the hanger D¹ and shown in Fig 7 and 8 of the drawings.
It should be noted in this connection that the said block and plate are arranged to
turn freely upon the bolt so as to respond to the deflections of the steering-rod.
The recess of the block and the bevel of the plate are cut to conform to the edges I'
of the bearing of the steering rod R aforesaid. The said bearing fits into the
block so as to be flush or nearly flush with the face thereof and it is held therein
by the bevelled plate F1 above described. This construction and arrangement of
parts forms a simple and efficient support and bearing for the steering rod and
permits all wear upon the bearing Q to be taken up by drawing down the bevelled
plate by means of the bolt G' aforesaid.
The next and last feature of this third part of the invention is shown in Fig 9
of the drawings, and it relates to an improved connection between the outer end of
the steering rod and the tiller J¹ which is connected with the fork of the steering
wheel. The invention consists in providing the outer end of steering rod with a
conical opening K¹ and the outer end of the tiller with a threaded opening L¹, the
two parts being united by a bolt M¹ provided with a cone N¹ fitting into but not
filling the conical opening K¹ and threaded to be secured into the opening M' of
the tiller. This construction permits a tight connection between the steering rod
and tiller to be maintained at all times and wear to be compensated for, by simply
turning down the bolt and securing it in place by the nut O' which is fitted upon
its lower end.
The fourth part of the invention is shown in Fig. 10, 11 and 12 of the drawings
and relates to an improvement in pedals, the object being to adapt them to be
adjusted longitudinally to compensate for wear upon their ends and end bearings.
With this end in view the invention consists in transversely dividing the two
counterpart longitudinal sections of an ordinary pedal into two sections P¹ and Q¹
of unequal length. The long sections P¹ and the short sections Q' of the opposite
longitudinal sections are respectively secured together by bolts R¹ while the inner
ends of the said long sections P' are secured together by bolts S₁ as shown. The
bolt holes formed in the inner end of one of the said long sections are elongated as
shown at T so that by loosening the nuts S' the section having the elongated bolt
holes may be moved with the short section attached to it with respect to the other
long section and the short section attached to it. This arrangement permits the
pedals to be elongated to take up the wear upon their ends and end bearings. The

page_text: outer ends of the sections P¹ and are respectively provided with shoulders
and recesses V₁ which fit together and guide the sections in their longitudinal
adjustments.
The fifth part of the invention is shown in Fig* 13 and 14 of the drawings and
relates to an improvement in roller bearings for the axle of the vehicle, the object
being to provide a simple and durable bearing for converting the sliding motion of
the axle into rolling motion and one which will avoid those conflicting and
destructive motions which the ordinary parallel and ball bearings having the
rolling parts in contact involve. With this object in view the improved roller
bearing forming this part of the present invention consists of a frame W¹ in which
two rollers ✗¹ having slightly convexed peripheries are mounted in the same
horizontal plane upon short shafts Y₁ as shown. The said rollers are arranged to
have bearing upon the side walls Z¹ of the frame and are thus prevented from
being laterally displaced therein. The axle A* of the vehicle is journalled in the
frame and provided with a groove B³ which receives the rollers which rest therein
and support the frame of the vehicle and the weight of the driver. In virtue of
the construction the friction between the axle and its bearings is converted into
rolling friction and the power required to run the vehicle reduced to the minimum.
The sixth part of the invention is shown in Fig 15 to 17 inclusive of the
drawings and relates to improved means for coupling and uncoupling the parts of a
sectional axle, the object being to permit one of the driving wheels of a vehicle to
be removed so that the vehicle can be conveniently housed, and to be readily
replaced when the vehicle is wanted for use. The invention consists in providing
the longer section C of the axle with a socket D' cylindrical at its outer and
conical at its inner end. The outer end of the said section is encircled by a
collar E' from which a segmental lug F2 offsets. The shorter section G³ of the
axle is provided with an extension H* conforming in shape to the socket D*
aforesaid but not as long as the same is deep. The said section is also provided
with a threaded shoulder I' and with a segmental lug J' adapted to interlock with
the lug F above described. The two sections thus constructed are drawn and
secured together by means of the nut K' which is sleeved over the section C* of
the axle and held in place thereupon by the collar E thereof. To couple the two
sections the extension H2 is centered in the socket D' and the lugs F and J' are
interlocked. The nut K' is then engaged with the threaded shoulder I* and turned
until the said extension is firmly seated in the socket. The shape of the socket
and extension insure a perfect centre every time the two sections of the axle are
coupled while the interlocking lugs prevent any displacement of the parts in the
line of rotary motion. It is to be noted that the collar E has the two fold
function, of preventing the removal of the nut from the longer section, whereby it
is always in readiness for use, and of forming a purchase for the nut when the two
sections of the axle are being coupled. The within described arrangement for
coupling a sectional axle is very simple in itself, the operation of removing and
replacing the wheel is easily and rapidly performed and the axle is invariably true
and rigid.
The seventh and last part of the invention is shown in Fig 19 of the drawings
and relates to an improvement in the rubber tires of the wheels and to an
improved method of applying them. Heretofore, the tires have been made smaller
than the wheels, requiring stretching in being applied thereto. This method is
objectionable in that every time the tire is cut it spreads open to its material
injury. The object of the present invention is to obviate this difficulty by making
the tires to fit the rims of the wheels without stretching and by securing them in
place by means of a suitable adhesive. The tire L is made of moulded rubber and
adapted in length to encircle the rim M³ of the wheel without stretching. Before
the tire is placed in the said rim its inner surface is well coated with cement as is
also the rim. Then, after the tire has been placed in position clamps N' adapted to
embrace the tire and rim, as shown, are applied thereto and allowed to remain
until the cement has set. A tire constructed and applied as described is much more

page_text: durable than one made and applied in the old way and moreover it presents a far
better appearance as it does not scar, fissure or crack to any extent.
Having fully described this invention what I claim as new and desire to secure
by Letters-Patent, is:-
1. In a suspension saddle, the combination with the frame and covering thereof,
of means for controlling the tension of every portion of the covering, substantially
as set forth.
2. In a suspension saddle, the combination with the frame and covering thereof,
of means for controlling. the tension of every portion of the covering, said means
being applied to its rear edge substantially as set forth.
3. In a suspension saddle, the combination with the frame and covering thereof,
the rear edge of the latter being lapped over the rear edge of the frame, of means
for controlling the tension of every portion of the covering, said means being
applied to its rear edge, substantially as set forth. .
4. In a suspension saddle, the combination with the frame and covering thereof,
the latter being lapped over and under the rear edge of the frame, of means for
controlling the tension of every portion of the covering, said means being applied
to the lapped edge thereof and connected with the lower face of the frame,
substantially as set forth.
5. In a suspension saddle, the combination with the frame and covering, of lacing
for controlling the tension of every portion of the covering and for this purpose
applied to the rear edge thereof, substantially as set forth.
6. A seat spring having substantially the form herein shown and described and
composed of two or more parts adapted to be adjusted upon each other for varying
the pliancy of the spring, substantially as set forth.
7. A seat spring having substantially the form herein shown and described and
made in two parts arranged to be adjusted for varying the pliancy of the spring,
one of the said parts being made of wire and the other of flat spring metal,
substantially as set forth.
8. A seat spring having substantially the form herein shown and described and
made in two parts, one being mounted upon and adapted to embrace the other
and to be adjusted upon it for varying the pliancy of the spring, substantially as
set forth.
9. A seat spring having substantially the form herein shown and described and
made in two parts arranged to be adjusted with respect to each other for varying
the pliancy of the spring, one of the said parts being made of wire and one of flat
metal and the latter being provided with flanges to embrace the part made of wire,
substantially as set forth."
10. A seat spring having substantially the form herein shown and described and
composed of two or more parts arranged to be adjusted upon each other for varying
the pliancy of the spring one or more parts of the spring being made of wire bent
and coiled as shown, substantially as set forth.
11. A seat spring having substantially the form herein shown and described and
made in two parts arranged to be adjusted upon each other for varying the pliancy
of the spring, and means for securing the said parts together, substantially as
set forth.
12. A seat spring having substantially the form herein shown and described and
composed of two or more parts adapted to be adjusted with respect to each other
for varying the pliancy of the spring, and the described plate and bolt for securing
the parts together, substantially as set forth.
13. A seat spring having substantially the form herein shown and described
and composed of an upper and a lower part respectively made as shown of flat
metal and of wire and the former being adjustable upon the latter for varying the
pliancy of the spring, substantially as set forth.
14. A tricycle having a steering-handle post and a steering-rod arranged
substantially as shown, and metallic ribbons or their flexible equivalents for
.connecting the said post and rod, substantially as set forth.

page_text: . 15. A tricycle having a steering-handle post and a steering-rod arranged
substantially as shown, a drum located at the lower end of the said post, and
metallic ribbons or their flexible equivalents for connecting the drum and rod,
substantially as set forth.
16. In the steering apparatus of a tricycle, metallic ribbons or their flexible
equivalents attached to and connecting the steering-handle post and the steering-
rod, substantially as set forth.
17. In the steering apparatus of a tricycle, metallic ribbons or their flexible
equivalents attached to and wound in opposite directions upon a drum to which
the steering-handle post is secured, and connected with the steering-rod, substantially
as set forth.
18. In the steering apparatus of a tricycle, two metallic ribbons or their flexiblo
equivalents respectively attached to and wound in opposite directions upon a drum
located at the lower end of the steering-handle post, and secured to the steering-
rod, substantially as set forth.
19. In the steering apparatus of a tricycle, a drum located at the lower end of
the steering-handle post, a bearing located at the rear end of the steering rod and
virtually held against the periphery of the drum, and ribbons or their flexible
equivalents, for connecting the said drum and bearing, substantially as set forth.
20. In the steering apparatus of a tricycle, ribbons or their flexible equivalents,
for connecting the steering-handle post and the steering-rod, and means for
adjusting the said ribbons for varying their tension, substantially as set forth.
21. In the steering apparatus of a tricycle, ribbons or their flexible equivalents
for connecting the steering-handle post and the steering-rod, the outer end of one
of the ribbons being attached to an adjustable plate, substantially as set forth.
22. In the steering apparatus of a tricycle ribbons consisting of continuous strips
of metal for connecting the steering-handle post and the steering-rod, substantially
as set forth.
23. A tricycle having a steering-handle post and a steering-rod arranged
substantially as shown, ribbons or their flexible equivalents for connecting the said
post and rod, and means for limiting the play of the latter, substantially as set
forth.
24. In the steering apparatus of a tricycle, ribbons or their flexible equivalents
for connecting the steering handle post and the steering-rod, and stops located upon
the latter for limiting its play, substantially as set forth.
25. In the steering apparatus of a tricycle, the combination with the steering-
rod, the same being provided with a bearing having bevelled edges, of a recessed
guide block and a bevelled plate arranged to receive and support the bearing of
the steering-rod and pivotally and adjustably secured to an arm offsetting from
the hanger in which the steering handle post is journalled, substantially as set
forth.
26. In the steering apparatus of a tricycle, the combination with the steering rod
and the tiller, the outer ends of the same being respectively provided with a
conical and a threaded opening, of a bolt provided with a cone to fit into the
conical opening in the rod and threaded to be secured into the opening in the tiller
substantially as set forth.
27. A pedal made in sections and adapted to be elongated for taking up wear,
substantially as set forth.
28. A pedal divided longitudinally and transversely, the several parts being
bolted together and arranged to be separated for the purpose of elongating the
pedal, substantially as set forth.
29. A pedal composed essentially of two long and two short sections grouped and
secured together as shown and arranged to be separated so as to elongate the pedal
for taking up wear, substantially as set forth.
30. A pedal divided longitudinally and transversely, the several parts being
secured together so as to be adjusted for elongating the pedal and provided with

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shoulder and recesses to guide the parts in such adjustments, substantially as set
forth.
31. In a tricycle the combination with the driving axle thereof of a roller bearing
composed of a frame in which the axle is journalled, and of two rollers having
convexed peripheries and journalled in the frame and above the axle and arranged
to run in a groove therein, substantially as set forth.
32. In an axle coupling the combination with the two parts of an axle, the said
parts being respectively provided, with a socket, a collar and a segmental lug, and
with an extension conforming to the shape of the socket, a threaded shoulder
and a segmental lug all as shown and described; of a nut sleeved over that part of
the axle which is provided with the collar, and arranged to draw the two sections
together and couple them, substantially as set forth.
33. A rubber tire conforming in length to the periphery of the rim of a wheel
and secured in place therein by an adhesive, substantially as set forth.
34. A new method of applying rubber tires to the rims of wheels consisting in
spreading the tire and rims with cement, then applying the tires and then
clamping them in place by clamps until the cement has hardened, substantially as
set forth.
In witness whereof I the said Herbert John Haddan have hereunto set my
hand and seal this 9th day of April A.D. 1884.