AN IMPROVED PUBLIC CONVEYANCE OR OMNIBUS, PARTS OF WHICH INVENTION AFE APPLICABLE TO OTHER CARRIAGES
Year: 1868

page_text: LETTERS PATENT to Peter Ellis, of No. 9, Orange Court, in Liver.
pool, in the County of Lancaster, Architect and Civil Engineer,
for the Invention of "AN IMPROVED PUBLIC CONVEYANCE OR OMNIBUS,
PARTS OF WHICH INVENTION AFE APPLICABLE TO OTHER CARRIAGES."
Sealed the 11th May 1869, and dated the 2nd December 1868.
PROVISIONAL SPECIFICATION left by the said Peter Ellis at the
Office of the Commissioners of Patents, with his Petition, on the
2nd December 1868.
I, PETER ELLIS, of No. 9, Orange Court, in Liverpool, in the County
of Lancaster, Architect and Civil Engineer, do hereby declare the nature
of the said Invention for "AN IMPROVED PUBLIC CONVEYANCE OR OMNIBUS,
PARTS OF WHICH INVENTION ARE APPLICABLE TO OTHER CARRIAGES," to be as
follows:-
A carriage of equal or greater than usual width for internal accom-
modation, but occupying less width of the public roads; the interior
floor to be but about eight or nine inches above the road; the roof to be
easily, safely, and decorously accessible and well guarded, and with
[Price Sil.]

page_text: means of rapid covering in the event of inclement weather or rain; with
precise, certain, and commodious means of recording the number of
persons or passengers using the same, and with a sure system of break
for preventing undue acceleration on declining roads; and the whole
from the character of the construction stronger, safer, easier of traction,
and from a better system of ventilation more agreeable of use.
To accomplish the above-described improvements I propose an iron
frame or carriage, strictly so called, extending from the principal
wheels and thereto secured round the front of the body, and thence pro-
jecting to and resting upon the axle of the fore wheels. The springs
_are_attached to this frame, and the body is sustained upon them. The
wheels I propose larger than ordinary; the nave partially of cast iron;
the axle I intend of wrought iron, and having a strong wrought-iron
plate head ornamentally formed, this plate being well secured to the
cast-iron nave forms the external face of the nave and attaches the axle
to the wheel. Attached to the carriage or frame is the wrought-iron
bush or step, into which the axle is carefully-fitted; on the back..or
inner face of the nave a plate is attached closely fitted upon the bush or
step at or near the junction with the carriage, and securing the wheel
to the carriage; thus the axle revolves with the wheel, and the bush is
fixed to the carriage, forming also an axle, and by this position and
form great strength is obtained, and without weight, and by means of
this I am enabled to swing the body within a few inches of the road.
I propose to project the floor of the body beyond the back of the
vehicle from three to four feet, forming an external platform; on this I
construct stair ascents at both sides to the top of the vehicle with rails
and close guards.
The roof of the vehicle is formed for seats, and having a partially
close guard or parapet about two feet high. I propose a back rail and
end rail to the seats. Upon the end rail I attach a cylinder containing
a spiral spring; upon this cylinder an awning of properly prepared
material is rolled, and the whole inclosed in a protecting cylinder with
aperture for unrolling. In connexion with the back rail, depressible
into prepared recesses removing from sight when not in use, are bearers
for the awning; thus on occasion of rain or other necessity the awning
may be instantly extended and again with equal rapidity inclosed. On
the platform at the rear of the vehicle I intend the recorder, the passage
on to the platform, and the platform also I intend to inclose; the con-

page_text: ductor having his stand outside the inclosing. The passage I intend
to be from one and a half to two feet in width and length; the end of
this passage on the platform is closed by a barrier formed by some two
or three cross bars of brass or other neat and manageable material, and
connected with this closing arrangement is a similar arrangement at
the access to the small passage, but this, except on opening-the first
barrier, is constantly open; these barriers are moved by a lever managed
by the conductor. Thus in use a passenger going into the omnibus
enters the passage and approaches the barrier; the conductor by his
lever opens the barrier, less trouble then opening a door, and at the
same time the access to the passage closes, and this process connected
with appropriate wheelwork records the fact of the opening; the same
process is used on a passenger leaving the omnibus, and the opening of
the barrier is again recorded; thus by dividing the numbers indicated
by two the exact number of passengers is known. The barrier cannot
be moved without the recording or registration, and as the passage will
not contain two persons then there can be no apprehension of fraud.
I also propose means of communication between the conductor and
driver by a speaking tube.
I propose the break, by an appropriate arrangement of levers managed
by the driver, to operate on the road and not on the wheel, as being
handsome and more efficient, and in the condition of the ancient
slipper.
Certain of the above-described improvements are applicable to other
conditions than public conveyances only.
The construction of the wheel is a valuable improvement, which will
be applicable to all carriages and public conveyances as being stronger,
lighter, and less liable to friction, and taking up less width on the road
than wheels made on other Known principles.
The frame or carriage will also be applicable to other than public
conveyances, as it will enable the body of the carriage to be suspended
lower than in the case of conveyances made on other known
principles.
The recorder is applicable to passengers, toll bars, steam boats, public
rooms, and every condition where a precise and commodious method of
enumeration is desirable.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Peter Ellis in the Great Seal Patent Office on the
2nd June 1869.
TO ALL TO WHOM THESE PRESENTS SHALL COME I, PETER
ELLIS, of Number 9, Orange Court, Liverpool, in the County of Lan-
caster, Architect and Civil Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by ler
Letters Patent, bearing date the Second day of December, in the
year of our Lord One thousand eight hundred and sixty-eight, in
the-thirty-second year of Her reign, did, for Herself, Her heirs and
successors, give and grant unto me, the said Peter Ellis, Her special
licence that I, the said Peter Ellis, my executors, administrators, and
assigns, or such others as I, the said Peter Ellis, my exccutors,
administrators, and assigns, should at any time agree with, and no
others, from time to time and at all times thereafter during the term
thérein expressed, should and lawfully might make, use, exercise, and
vend, within the United Kingdom of Great Britain and Ireland, the
Channel Islands, and Isle of Man, an Invention for "AN IMPROVED
PUBLIC CONVEYANCE OR OMNIBUS," upon the condition (amongst others) that
I, the said Peter Ellis, my exccutors or administrators, by an instrument
in writing under my, or their, or one of their hands and seals, should
particularly describe and ascertain the nature of the said Invention,
and in what manner the same was to be performed, and cause the same
to be filed in the Great Seal Patent Office within six calendar months
next and immediately after the date of the said Letters Patent.
NOW KNOW YE that I the said Peter Ellis do hereby declare the
nature of my said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the
following statment, reference being had to the Drawing hereunto
annexed, and to the letters and figures and description marked and
written thereon, that is to say:-
My Invention consists of a novel and improved omnibus or public
conveyance or carriage for passengers which from the form and arrange-
ments will afford more spacious passenger accommodation, but occupy-
ing less width of the public roads will be easier and more safely
accessible, the floor of the carriage not being more unless desired than
eight or nine inches above the road; the roof to be easily, safely, and

page_text: decorously accessible, well guarded, and with means of rapid covering
in the event of inclement weather or rain; with precise, certain, and
commodious means of recording the number of persons or passengers
using the same, and with a sure system of break for preventing undue
acceleration on declining roads, and the whole from the character of the
construction stronger, safer, easier of traction, and from a better
system of ventilation more agreeable of use.
And in order that my Invention may be perfectly understood I will
proceed to explain the means which I use for accomplishing my said
intention, reference being had to the Drawing which accompanies this
and forming part of this my Specification or means of illustration.
First. I propose an iron frame or carriage, strictly so called, extend-
ing from the principal wheels and thereto secured round the front of the
body, and thence projecting to and resting upon the axle of the fore
wheels; the springs are attached to this frame, and the body is sustained
upon them. I refer to Drawing No. 6, called the plan of the carriage,
and to No. 7, called the side view of the carriage.
The carriage a, a, a, in the same Drawings I propose to construct of
iron tube or solid bar of sufficient diameter and substance to sustain
the possible pressure. The connexion with the axle of the fore wheels
is by a vertical bar secured into the swan neck and extending into the
socket of the axle; the socket so formed as to admit free motion in the
vertical bar. Secured upon a plate b, b, b, are two springs, one on
each side of the vertical bar; these springs revolve freely on the bar; the
ends of these springs are connected by appropriate couplings with the
axle of the fore wheels; thus in traction no force is in operation on the
springs, but wholly on the vertical bar secured into the swan neck, and
forming part of the carriage. To carry the axle of the main wheels are
strong cranks c, c, c, of length necessary to the position of the carriage,
and the axle of the wheel, on this is forged the axle socket or bush, and
which also forms part of the axle. Strapped to the under side of this
crank is the main spring à, d, d, and upon the ends of the springs are
the standards e, e, e, on which the body rests. In the construction
these springs are reversed, the shortening layers of steel being on the
concave. I propose so to place these wheels that they sustain the
principal part of the load. I intend the wheels f, f, f, to be of
unusual diameter, as much as five and a half feet, and on Drawing No. 8
I fully describe my form of construction. I propose the nave g to be

page_text: of cast iron socketted to receive the spokes of wood. The axle h, h, is
within the wheel or nave, and is of wrought iron strongly forged and
-turned forming the nave face g as part of it. On the back of the
nave i, i, i, is a plate bush or socket exactly fitted upon the exterior
of the axle socket and close to the crank; this plate socket is retained in
position by a collar j, j, secured upon the crank socket axle, thus
securely retaining in position the plate socket. The wheel is attached.
to the carriage by screw bolts through the plate socket, the nave and into
the face plate of the axle, the bolt heads being covered by a brass
moulding; the space between the crank socket and the eye of the nave
forms the reservoir of the lubricant, and by apertures it passes into the
socket. As a secure-bearing is obtained in the wheel quite close to the
burthen pressure by the plate socket and upon the exterior-of-the-axle
socket great strength is obtained, and the true axle may be of small
diameter with chasings to admit the lubricant; with this arrangement
in addition to the strength is the secure fixing of the wheel in position.
Second. As to the body of the vehicle; I refer to Drawing No. 1,
called the plan; to Drawing No. 2, called the side view; to Drawing
No. 3, called the section; and to Drawing No. 4, called the back view;
and to No. 5, called the front view. The Drawing called plan shows the
floor or horizontal arrangement of the interior of the vehicle; the floor
is one easy step about eight inches above the road. is the projecting
platform guarded as shewn in the side view; on this platform are the
arrangements of the barrier and the stairs of ascent to the roof of the
vehicle, 1, 1. Outside the guards and barrier are the platforms for
the conductor m, m, who is not intended to have access to the vehicle
his duty being confined to the collection and the external management.
Seats are intended on the sides of the vehicle, and one in the boot behind
the driver's box n, n. Ventilation is intended by guarded openings
to prevent draught along the sides in the fronts of the scats on the roof
and by a guarded opening behind the driver's seat o, o, o. The front
guard of the exterior may be either close or open as desired, but made so
high as to convey the impression of perfect safety and decorum p, P.
The seats on the roof are down the centre and back to back, the back of
the seats arranged to contain the means of lifting the awning q, q.
The awning when not required is in the case across the front of the
vehicle, and the means of moving lie within the seat backs of the roof.
The shade is contained within a metal tube on a spring containing roller,

page_text: on this the shade of prepared cloth is rolled and drawn through a
longitudinal opening in the tube. This tube 7, 7, is attached to the end
of the cranked carrier s, s, which moves upon a standard t, t. At u is
the jointed continuation of the shade bearer v, moving also upon the
standards t, t. The end of this continuation carries the sheave over.
which the shade cord passes. The cranked shade carrier and the con-
tinuation is double to regulate the travelling of the shade lath. This
lath is attached to the end of the shade, and has a stud with friction
rollers travelling between the double bar of the carrier and the continua-
tion. Within the back is the motive crank w and the lengthening
bar x.
On the end of this bar at the rear of the seat is a small spur
wheel operated on by a screw and lengthening bar with wynch handle y
contained within the stairs of ascent. Also within the back is the
V wheel and bevel spur for the cord of the shade. This spur wheel is
moved by a wynch and lengthening bar arranged as before described.
The operation of the shade arrangement is this:-Assume the shade and
whole apparatus within the case and depressed within the seat back, the
conductor by turning the first-named wynch acting upon the lower
crank of the cranked carrier s, s, lifts the shade tube and the carrier and
the continuation into the position as in the Drawing, then by using the
shade wynch the shade lath (with the shade) is drawn along the carrier
and the continuation and by a pawl retained in position, the skeleton
held firm by the arrangement, and the shade held tight by the spiral
spring. I propose the conductor to communicate with the driver by a
speaking tube, thus superseding the present disturbing processes of bell
ringing and whistling. The break I propose within the boot or box of
the driver and to act upon the road, and to avoid all friction I propose to
retain it in position and motion by arms moved on centres. I refer to
Drawing No. 7 or side view. The lever treadle z is in front of the
driver's seat placed between his feet for ready operation. The head of
the break bar 1 is secured under the driver's seat, and by the jointed
arrangement 2, 2, is rapidly operated and with constantly increasing
force. The shoe I propose is a plate curved in form and an area of one
and half foot; the position may either be as in the Drawing vertical
between the front wheels or oblique approaching the fore part of the
body

page_text: called the side view; to Drawing No. 3, called the back view; and to
Drawing No. 9, called the recorder. On the platform in the Drawing
No. 1, and at the point 3, I propose a barrier formed of three brass or
other metal rods about half an inch in diameter. This barrier moves on
a centre, as indicated on Drawing No. 3, or back view, and by a spring
or counterpoise. This barrier until used is retained in horizontal position
and is connected by appropriate action with another similarly con-
structed barrier at 4, Drawings No. 1 and 2. This barrier is elevated
and open when barrier 3 is in horizontal position and closed. These
barriers, except under one assumed and possible but rather improbable.
condition, prevent effectually entering or leaving without recording the
fact The-operation_is thus:-A passenger steps upon the platform
and is at once up to the barrier 3; the conductor-or-himself raises the
barrier at 3, and in this act closes the barrier at 4; he passes, and barrier
3 closes and barrier 4 opens. Now as there is but space for one person
between the barriers it is plain that the barriers must be moved when-
ever a passenger enters the vehicle, and the same action takes place,
and the same condition is repeated whenever a passenger leaves the
vehicle, except under one possible but improbable condition,
namely, collusion between a passenger and the conductor, and at- the
risk of detection by an odd number being recorded, and would be accom-
plished by the passenger leaving the vehicle before the barrier is put
down after the entrance of a passenger. To meet this assumed but
improbable fraud similar barriers or lighter in construction I place at
the immediate entrance into the vehicle and to the stairs of ascent to
the roof. L, L. Thus when in repose barrier 3 is closed and all the other
barriers are open; on a passenger stepping upon the platform the barrier
is opened and the other barriers. descend and obstruct the access;
immediately on closing barrier 3 the other barriers ascend into the
recesses, and the action of the whole is instantaneous and simultaneous,
and from the character of lightness and mode of action very much less
labour than opening a door and closing, and perfectly silent.
The recorder, Drawing No. 9 is operated by the axle of the barrier 3,
and consists of a disk of brass, No. 7, and is engraved with numbers
from zero up to 100. This disk has a serrated edge, with spring pawls, 8,
intended to give precision to the movement, and to retain in position, this
disk is moved by a motive pawl attached on the barrier axle 3, acting
upon a toothed rack in the face of the disk and at the edge; thus, on

page_text: re-using the barrier the motive pawl lifts the edge of the disk a unit
and so on up to the number engraved on the disk 100. External to the
disk is a flat ring 9 corresponding in thickness with the disk and
moving within a curb 10. The edge of this ring is also serrated, and is
also supplied with a spring pawl as 8 and for similar uses. The face of
this ring also is racked and engraved with numbers from zero up to 100.
On the face of the disk 7, and external to the rack, is attached a thin
guard which covers the rack in the ring plate 9, except at one place
where a small aperture is formed affording access of the motive pawl 11',
fixed on the barrier axle when the disk 7 and the ring 9 are coincident.
This coincidence occurs when the disk 7 has made a revolution and
recorded 99, and the motive pawl of the ring then operates by the
aperture and accomplishes the number 100, and as cach revolution of
the disk records 100 it follows that the disk and ring taken together will
record 10,000, and the introduction of another ring operated in similar
manner would record a million. The whole action is enclosed, the plate
covering the face having an aperture opposite to one group of numbers
only, and as coincident the number recorded divided by two gives the
number of persons who have used the vehicle.
I have now described the nature of my Invention, and I have illus-
trated the uses of it, and I have specified the best means as they have
occurred to me for the accomplishment of my intentions, but as practical
applications may suggest modifications, and without at all departing
from the nature and objects of my Invention, it may be necessary that I
should not strictly confine myself to the details I have herein and in
my Drawings specified and represented, but use such modifications as
practical application may suggest; but that which I consider to be new
and therefore desire to claim as the Invention secured to me under
the herein-before in part recited Letters Patent are, the peculiar form
of carriage and wheels, and the manner of constructing the so-called
carriage and the wheels and axles; the peculiar form of the body of the
carriage with the platform in the rear and the ascents and guards; the
position, form, and manner of operating the cover of the external seats
of the carriage; the form and position of the break for descending roads;
and the form, construction, and application of the barriers as a means of
preventing ingress and egress without record, and the form, action, and
arrangement of the recorder. And as the several parts may be applied
to the construction of public or private conveyances wholly or in part

page_text: or other uses appropriate to the character of my said Invention special
and general, I claim them as my Invention, and secured to me by the
said Letters Patent.
In witness whereof, I, the said Peter Ellis, have hereunto set my
hand and seal, this Twenty-seventh day of May, in the year of
our Lord One thousand eight hundred and sixty-nine.
Signed, sealed, and delivered
by the said Peter Ellis, in
the presence of
JOHN E. BELCHER,
Green Lawn,
-
Rock Ferry,
Cheshire:
THOMAS D. BELCHER,
Green Lawn,
--Rock-Ferry,
Cheshire:
PETER ELLIS. (L.S.)
1