IMPROVEMENTS IN OMNIBUSES, CABS, RAILWAY CARRIAGES. WAGGONS, AND OTHER SIMILAR VEHICLES,'
Year: 1858

page_text: LETTERS PATENT to Charles Halley, of Lower Hurst Street, Birmingham,
for the Invention of "IMPROVEMENTS IN OMNIBUSES, CABS, RAILWAY
CARRIAGES. WAGGONS, AND OTHER SIMILAR VEHICLES,'
PROVISIONAL SPECIFICATION left by the said Charles Hadley at the
Office of the Commissioners of Patents, with his Petition on the
17th September 1858.
I, CHARLES HADLEY, of Lower Hurst Street, Birmingham, do hereby
declare the nature of the said Invention for "IMPROVEMENTS IN OMNIBUSSES,
CABE, RAILWAY CARRIAGES, WAGGONS. AND OTHER SIMILAR VEHICLES," to be as
follows:-
This Invention consists in the first part of constructing omnibusses, cabs,
railway carriages, waggons,carts, and other similar vehicles, with a lowerċentre
of gravity than hitherto, and of forming a second separate compartment on
the present carriage.
1
The Invention consists, secondly, of modifications of the springs, axles,
wheels, and other parts of carriages. In the springs, by employing S hook,
scroll, ringlet, curl, fusee, double spiral, spiral, O, double C, (V) (U) p
screw, worn, corrugated, serrated, and other sinuous shapes, so as to decrease
heir length, and still retain their elasticity, and employing thein to act by
[Price 8d.]

page_text: vertical compression, or by torsion, or by both. Of employing compound
(single, double, or treble, purchase springs, by means of which the body of the
carriage is retained more nearly at a permanent parallel from the road or rail,
irrespective of load, and of fixing such springs between the crank and spokes
of the wheel, upon and by means of supplemental dwarf axles, within and
radiating from the main axle crank, and of employing vibrating wheels, and
also constructing the wheels with a metallic nave in such manner that they are
attached to the axle cranks direct, without the intervention of an annular
collar. Of curving the axles (fore and aft) either-diagonally or horizontally,
and inversely to their length, in such manner that the crosstree and pole butt
or shafts shall vibrate vertically down close to or below the axle, without being
liable to come in contact therewith, and a certain method of "piling" the
crosstree of the fore carriage of a series of thin strips of timber or steel plates,
separately or conjointly, having tortuous or sinuous spring ends connected
direct to the axles, to be substituted in lieu of and to answer for lateral springs.
Of employing inclined hydraulic or ratch wheel vibrating pressure plates in
the hollows of carriages to allow the axles to recede within,in lieu of collision
with the body when heavily laden; and of the use of hydraulic apparatus of
peculiar construction in lieu of breaks for bringing up vehicles, or for giving
an auxiliary motive power thereto. This apparatus consists of plates of metal
slightly inclined above the surface of the floor or other part, which,on being
pressed down by the foot or otherwise,dipress a tubeofvulcanisedindia-rubber
or other suitable material contained in a cistern of water, which forces water
into a cylinder, and there exerts force in the same manner that it does in a
hydraulic press, which is applied in various ways to the wheels to retard or
drive them.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Charles Hadley in the Great Seal Patent Office on the
17th March 1859.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, CHARLES
HADLEY, of Lower Hurst Street, Birmingham, in the County of Warwick,
send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Pateut, bearing date the Seventeenth day of September, in the year of our Lord
One thousand eight hundred and fifty-eight, in the twenty-second year of
Her reign, did, for Herself, Her heirs and successors, give and grant unto

page_text: me, the said Charles Hadley, Her special license that I, the said Charles
Hadley, my executors, administrators, and assigns, or such others as I, the
said Charles Hadley, my executors, administrators, and assigns, should at
any time agree with, and no others, from time to time and at all times
thereafter during the term therein 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 "In-
PROVEMENTS IN OMNIBUSES, CABS, RAILWAY CARRIAGES, WAGGONS, AND OTHER
SIMILAR VEHICLES," upon the conditions (amongst others) that I,the said Charles
Hadley, by an instrument in writing under my hand and seal, 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 Charles Hadley, do hereby declare the
nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement, reference being had to the Drawings hereuntoannexed, and to the
letters and figures marked thereon, that is to say:-
This Invention consists in the first parts of constructing omnibuses, cabs,
railway carriages, waggons, carts, and other similar vehicles, with a lower
centre of gravity than hitherto, and of forming a second separate compart-
ment on the roof of (or underneath) the present carriage.
The Invention consists, secondly, of modifications of the springs, axles,
wheels, and other parts of carriages. In the springs by employing S or
hook, scroll, ringlett, curl, fusee, double spiral, spiral C, double C, ▷ (V)
> (U) screw, worn, corrugated, serrated, and other sinuous shapes, so as
to decrease their length (lineally, but to increase them vertually), and
still retain their elasticity, and employing them to act by compression, or
torsion, or by both. Also of employing compound, single, double, or treble
purchase springs, by means of which the body of the carriage is retained
more nearly at a permanent (distance) parallel from the road or rail irrespec-
tive of load; and of fixing such springs between the crank and spokes of the
wheel, upon and by means of supplemental dwarf axles within, and radiating
from the main axle cranks. Of employing vibrating wheels, and also con-
structing the wheels with a metallic nave, in such manner that they are
attached to the axle cranks direct without the intervention of an annular
collar on and solid with the axle. Of curving the axles, fore and aft, either
diagonally or horizontally, and inversely to their lengths, in such manner that

page_text: the crosstree and pole butt or shafis shall vibrate vertically down close to or
below the axle without being liable to come in contact therewith, and a
certain method of "piling the crosstree (draw bar) of the fore carriage of a
series of thin strips of timber or steel plates separately or conjointly, having
tortuous or sinuous spring ends connected direct to the axles, to be sub-
stituted in lieu of and to answer for lateral springs. Of employing inclined
hydraulic or ratchet wheel vibrating pressure plates in the hollows of car-
riages to allow the axles to recede within, in lieu of collision with the body
when heavily laden. Of the use of hydraulic apparatus of peculiar construc-
tion in lieu of brakes for bringing up vehicles, or for giving an auxiliary
.motive power thereto. This apparatus (and the last part of my Invention)
consists partly of plates of metal slightly inclined above the surface of the
floor or other part, which on being pressed down by the foot or otherwise,
depresses a tube of vulcanized india-rubber or other suitable material con-
tained in or in communication with a cystern of water which forces water
(or oil) into a cylinder, and there exerts force in the same manner that it
does in an hydraulic press, which is applied in various ways to the wheels to
retard or drive them.
I will now proceed to describe, with the assistance of the accompanying
Drawings, the first part of my Invention, which relates to the construction of
a double or upper and lower bodied omuibus, and is illustrated by the Draw-
ings. Figure 1, a longitudinal, vertical, and central section, having a portion
of the body removed to show the springs, axles, and stairs; Figure 2, a
transverse vertical section through the wheels (D); Figure 3, a longitudinal
areal plan of Figure 1, through A, A 1,showing one arrangement of springs,
axles, wheels, and fore carriage, and wheel house recesses 4, 71; Figure 4,a
longitudinal areal plan of Figure 1, through the upper saloon B, B 1, drawu
to a scale of three feet to an inch. The small open arrows upon or above
each seat indicates the direction in which the passengers sit. The body is
composed of or subdivided into two or more enclosed parts A, the present
single omnibus (colored yellow), and the part B (colored lake); these
parts may either be fitted up alike, or as first and second, or other classes.
The part B being mounted upon and accessional to the lower part A. and
formed by the rocfc, c 1, d, cl, and 'c being enclosed permanently similar to
an ordinary lower body by producing the sides and roof, the sides e being
graduated, and worked out to nearly the full width of the base or width of
the wheels D. The bottom a of the under body A is lowered to about a foot,
and the roof c six feet (more or less) from the road; thus steps are dispensed
with in ascending to the under body A. The two main lateral and lineal

page_text: beams E, G3,) are timber, or timber and iron in combination, and are curved
or bent similar in shape to the curved line 62, 61, (above, and to form the
wedge-shaped recesses or "wheel houses "1, 11, thence running down) to or
underneath and parallel with b, in order to pass round the nave w of the hind
wheels D (or of the central wheels where six are used). The seats 6 in the
part A range along each side or fore end. The passengers in the part B will
sit back to back upon the seat d (which is merely framework upon which to
form stuffed and spring seats,) and additional end seats d 2, d 3, or d 4.
Access to this part is gained from the usual stepboard h, enclosed by e 2, by
a flight of (six or seven) winding steps M, about 2 feet in width, which may
be on one or both sides of the central door Q. The after part
is worked
out over and behind the wheel D, to allow the steps M, and also to continue
the seats 6 along the opposite side to the end Q, without contracting the
entrance to the lower body A. In some cases I employ a similar but slightly
narrowed flight of steps on each side of the door Q, and make the rooff not
so high. The steps M having spring treads (as herein-after referred to)
forms a part of the lower body A, and also the means of intercommunication
between the parts A and B during transit, as shown by the arrows. Where
one flight of steps (M) only is used, as in Figures 1, 2, and ", the after-
end e 3 of the part B will have a raised seat d2, two steps 8 and 9 giving
access to it over and to the other side of d the space between d and d 2;
(colored green) being enclosed, forms a receptacle H; and there is a similar
cavity H 1 under the steps M, for parcels or luggage, which will thus be
under the eye and control of the conductor, the upper part B offering a great.
superficial surface for advertizements or similar purposes. The front end or
fore body A 1 (coloured yellow) is employed generally as a continuation of
and open to the part A, to which arrangement the double dotted lines in
Figures 1 and 4, and the single dotted lines in Figure 3, taken conjointly
with the double solid lines applies, showing the extension of the seats & and
the two end seats 3. The lower portion of the part marked A 1 may be
either polygonal or circular; and where the present body is of great length
the portion A 1 is a part of, but partially severed from, the part A, by the
wheel houses, 1; their apices form an elbow support between two of the
seats; or the part A1 may be entirely separated from the part A by the wheel
houses, similar in section to that shown by the double solid lines in
Figures 1, 3, and 4, having separate side or semiside entrances Q 1, Q 2;
or the approaches may be through the upper part B, by steps descending into
it, as shewn by the single dotted lines in A 1, Figure 1, but where it is
separate from both A and B, and has side entrances, the part over the

page_text: wheels K forms one or two steps to descend into A 1; part of the car-
riage side and the sill upon which the door closes,. where the part A 1 is
separate from A and B, the part B has the transverse seat d 4 (Figure 1),
and the recess C continues around the fore end of d. The seats g or
g1 in front may be partially sheltered, and upon one of these the driver will
sit, and will have a spring bell fixed upon each. side him of different sounds
to denote "stop and "start," and these will be so carried and connected by
wires or connecting rods to the conductor's station as to be actuated and
controlled by him. In some instances I employ a variation of the method of
access to the upper part B by constructing a central staircase M, as shewn in
Figure 3A; and I can use either one or two doors for access to the lower
body A, but where one door only (as seen at Q 1) is used, the other Q forms
a seat under the stairs. The steps M may wind either way direct into the
part c on one side of d; the other side of d will be accessible by a step over d
In this arrangement the part B will have an additional end seat over each
door Q and Q 1.
a
A second arrangement is illustrated by the Drawings marked Figure 2A,
a transverse vertical section, and Figure 3 A, portion of the longitudinal
areal plan; this is shown by the solid lines, and also the extension of the body
B, coloured lake in Figure 8, and consists only in the inversion of the two
bodies by elevating the part A (colored yellow), and forming a substructural
body B (coloured lake), with lineal central and end seats d (partly under d 4).
The parts marked A 1, 61, 62, 9, 9 1, and d 4, are as shown in Figure 1 ; ΔΙ
being separate from B, and entered either by steps from and through the
part A, or by side doors over the wheels K, having two end doors Q, Q 1,
similar to Figure 3 A, for the part B, and a central flight of steps M and
door Q2 for the part A. The cranks E, G, are vertical within the thickness,
and forming parts of the sides e 1, and are similar to those seen in Figure 8
(herein-after more particularly referred to), having a sheet metal or vulcanite
plate or covering inside, and the hind part of the portion B-spreading out to
the full width of the wheels D.
A third arrangement is shown by Figures 1 A, a longitudinal, and 2 B, a
transverse vertical section; the parts: A, B, and C are in one body; every
third or the centre one of each triplet of seats b, of which one should be that
over the wheel houses 7, 1, and another over or near the nave of the wheel
D,) is dispensed with for passengers, and suuk to c to form the leg hole for
each of the seats d; these seats are approached from a by one or two vertical
antomathic or other steps; and when antomatic steps are employed, they
should be so connected with the guide handle or pulling-up rope that a

page_text: passenger in the act of ascending or descending therefrom, throws the step up
or down from a vertical to a horizontal and temporary position of rest, as
shown by the dotted lines, in which state, if horizontal, it remains only during
the ascent or descent. The longitudinal passage may run up the centre or
slightly on one side. All the compartments except that marked g are
enclosed within one shell or case e and f; and this arrangement admits also
of one or two raised seats being formed underneath the part g 1; the seats g
are of a quadrant shape and partially covered in, and will accommodate
one or more passengers on each side the driver; or the series of seats d
in the recesses C, although open to the part A, may be approached by an
inclosed gallery along each side over the hind wheels D, in lieu of from
the inside as in B 2 and B 3, shown in Figure 2 D. I believe that omni-
buses have been before proposed with a single compartment; therefore
where a single compartment only, as C 1, is employed, that forms no part
of this Invention.
pas-
A fourth arrangement relates to the formation of a triple-tiered body in
one vehicle, either of one or divided into separate first, second, third, or
fourth class compartments, as shewn by the transverse vertical section
Figure 2 C, and this description of vehicle is applicable for common roads
or rails laid thereon; its construction and the height of the roof fis similar
to those herein-before described. The two middle and sheltered compart-
ments C, C 1, are enclosed or partially so, have opaque or glazed awning
verandah dripboards p. p 1, overhead, and forms a range of seats for
sengers along each side of the parts A, A1; between these and the parts
B, d, d 2, forms a single or double floor for the parts B. C, C 1, is sub-
divided and severed longitudinally from B by the diaphragm d 5 (the net
or framework being formed with H or Tiron and timber, combined and
bent into the shape of the curve; this forms the seats for the part B
vertically over those in the lower part A. e 1, d, d 5, and d 6, may be also,
or either of them, of framework only to form stuffed and spring seats. The
footboards S, S 1, for the passengers on the parts C, C 1, will be fixed as
close down upon the wheels Das possible, their.centre part formed of vibrating
incline pressure plates n (which will herein-after be more fully described),
having friction rollers underneath to obviate the cousequences of being
suddenly forced up by D, or of overloading. The access to B is by two flights
of 7 or 8 steps M, M 1, or one flight ouly, as in Figures 1 and 3, and a twin or
dwarf flight in lieu of the second one on each side of the door Q; the fourth or
fifth step landing level with S, S 1, giving access to the after end of C, C 1,
which may be enclosed with and form a part of B, having an end seat over

page_text: each flight of steps M, M 1; the other portions of C, C 1, between the
wheels D and the front may be enclosed and entered by two or three steps
from the lower part A; or, they may be enclosed or partially so,
and acces-
sible from the ontside by a hanging flight of four or five steps close to, but
not to project beyond, the widths of the wheels D, D 1.
A fifth arrangement is shown in Figure 1 B, which is a portion of a
longitudinal vertical section through B 1, C1, A; Figure 4 A, an areal plan
of upper or triple body B; and Figure 2 D, a transverse vertical section;
A has the side seats b, every fourth of which is dispensed with for passengers;
the roof is formed as seen d 1, d2, d 1. The recesses C, C 1, are ap-
proached from the under part A, the upper portions of H are severed
from the lower portions (of H), and form the leg holes for the seats & 5 and
d 6 in the parts B, B 1, (colored lake,) and are approached by one or two
steps from a gallery B2, B3, a foot or so. in width, and running along each
side, enclosed with railing or lattice work, as shown by the dotted lines each
side of Figure 2 D, and 4 A; each upper recess in B, B 1, accommodates
two or more passengers, one on the seat d'6, fronting the side; the recesses H
are alternated as shewn, so that the central passengers on the seat d 6 sit side
by side in line, but inversely to each other, and elevated one or two steps
higher than those on d 5. In this arrangement of body B, B 1, will be wholly
or partiallyexposed at its sides, but enclosed overhead, the roof fand ends being
suspended upon screw rods at the corners, so connected that it can be lowered
telescopically over C, C 1, down upon d 6, as shown by the dotted line, to
pass under gateways or arches; or the parts C may each be open to the part A,
but approached by galleries similar to B'2 and B 3, in Figures 2 D and 4A,
but lower down nearer to the wheels. D; B being an ordinary lineal body
similar to Figure 2 A and 2 C, and approached by stairs at the back.
In a sixth arrangement which relates to hearses, I employ either of the
plans already described, by curving or sinuating the axle F and cranks E, G,
in various forms and angles, so as to work under or over the coffin, forming a
part, or within the thickness of the seats 6, the sides or bottom a, so as to
imaintain the lowered centre of gravity. Figure 3 B shows a longitudinal
areal plan of the greatest portion of one of such hearses, for two, three, or
four separate coffins, shown by the double dotted lines (colored green), and
their separate funeral corteges. The spaces under b, as in the upper side and
partly under the seats in and bottom of A. I as in the lower side, between a
and the wheel, being severed and made air-tight from the body, forms the
hearse portion for the coffins, and arranging the interior of A, A1, B, or C, as
to allot a separate space for the cortege to each, or indiscriminately. The

page_text: first step of M to the upper body B is hung upon hinges or pivots, so as to be
held (vertically) against the second step, while persons are entering or leaving
the part A.
.
Aseventh arrangement relates to Figure 1 C,a longitudinal vertical section,
and Figures 3 B and C, areal plans of a concentrical or paracentrical
fronted carriage; the dotted lines in Figure 1 C. shew the present car or
brougham bodyA (coloured yellow), the solid lines the additional fore body Al
(coloured lake), having side doors Q, as in the upper or as Q 1, in the lower
side of Figure 3 C; the ordinary or after part of the body A may be that of a
brougham, omnibus, car, or cab (specially shewn), at a low centre of gravity,
und approached by the doors Q, Q1, Figure 3 C or Q2 at the back, and may
either have the upper cab-shaped bodies B or B 1 (coloured green) or not,
the driver's seat g 1 will be in a recess within the front or upon the roof.
The centre of gravity of the part A 1 will be as low or lower than the present
body generally. I also employ it for funeral purposes, by curving or
sinuating the axle F, so as to work within or form part of the sides, seats, or
other portions, and work over the coffin, between the backs of the two rows,
or within the thickness of the seats in the part A, as shewn by Figure 3 C, an
areal plan of a single funeral carriage, intended to convey also the entire
cortege. The coffin may be placed either longitudinally or diagonally, as
shewn by the double dotted lines (coloured green), the foot portion sliding
under part of the floor or seat of A. 1, if requisite. The air-tight box or hearse
being open or has perforations in the ends for ventilation during transit, the
upper portions of which forms the seats bin the part A; the upper body or
bodies B, B1, may be placed longitudinally, diagonally, or transversely, with
entrances similar to those seen in Figures 1 A or A.
The second part of my Invention relates to the improvement of waggons
and carts by the application of the low double body, for the more ready and
easy incans of access for the purpose of loading, unloading, and the transit,
(the separation of" heavy orliquid" from "light or dry" goods, and by which
an extended superficial area is gained, as shown in Figure 1. D, which is a
longitudinal vertical section, and, Figure 2 E, a transverse vertical section,
illustrating the side rolling ways P of a double-bodied street goods waggon;
the head room lantern c 1,d, c 1, (dotted lines) in the floor O may be employed
or not at will; the present floor C is elevated from the dotted to the solid line
in Figure 2 E, being about a foot (more or less) higher than its present
position. Each of the longitudinal, lineal, and (angle) main beams E3, G 2,
of the lorry or lower body B (coloured lake) is slightly and concentrically curved
out in its centre to the extent of two or three inches, as shown in enlarged

page_text: section Figure 8, and longitudinal areal plan Figure 8 A, and which beams
(E 2, G 2,) in lieu of being on the inuer side of and within the crauks E, G,
as usually employed are here fixed on the outsides thereof between them and
the spokes R (as shewn); the axle cranks E and G, as also the springs
(where such are employed); are fixed so as to work within the thickness, and
form part of the sides e 1, by which the width of the wheels D is contracted
some inches, still retaining the same width in the chest of the body B, or vice
versa. The pinion F of the axle likewise works horizontally and transversely
under or within the thickness of the floor a between two of the sustaining
bearers o; the under and supporting framing of the floor will be arranged
similar to that shewn in Figure 8 A. (videlicit,) the bearers o, or some of them
being fixed on each side the axle F transversely and horizontally; the floor a
as also the sides and other parts, will be on the diagonal tie, tension, and
double or treble planking and rivitted system, as herein-after specified, the
centre of pinion portion (F) of the axle being bare; or the covering or casing
may be formed of one thickness of planking, or plates, or the double-hinged
vibrating incline pressure plates n, as in the eighth part of this Invention; ora
permanent semitubular or slightly curved spring, or other metal plate, may be
laid over; and the entrance or opening may be by a cratch (or part of the
side), which may be lowered to form an inclined plane or rolling way P,
tangential from each side between the fore and hind wheels, in addition to or
in lieu of the opening at the back, for the more ready loading and unloading
of goods. The length of the body B, and also the length of the opening, as
also the construction of these parts, may be regulated by and in accordance
with the arrangement and suspension of the fore wheels and carriage; but
where the curved and severed axles, in the fourth section of the sixth part of
this Invention, are employed, the body B will be carried and extended right
over and beyond the fore carriage and fore wheels, up to the double
solid lines, as seen in Figure 1 D, Figures 22 and 22 A. The part B, with
the fore carriage (where such is employed) is either constructed perma-
nently with a, or as specially shown in Figure 1 D, videlicit, with two
separate (upper and lower) bodies, having supplemental springs lineally,
diagonally, or transversely between them, and connecting the top of the
part B to the underside of the part A. The part B being furnished, if
necessary; with ordinary springs, or with springs or crosstree of my improved
construction, as herein-after referred to in the sixth and tenth parts of this
Invention; the thrust is exerted upon or from the front of B, which is supplied
with a central change wheel placed transversely in front, as shown by the
dotted lines in front of Figure 22 A, and provided with suitable gearing for

page_text: lowering it to and raising the two fore wheels K from the ground when
required to turn the waggon in its own length. Figures 22 B and 22 A, with
the exception of reversing or expunging one of the large arrows thereon,shows
two ends of a waggon, or float, or railway carriage having the severed axles,
and my improved low centre of gravity; the wheels may be ordinary ones, as
shown on the right-hand side, or flanged ones for running on (edge) rails, as
shown on left-hand side of Figures 22 A, B, which with the vertical shafts
F, G, are so connected as to simultaneously actuate each other, i. e., to con-
centre to cr radiate from one axis, to work either way, and will also form an
agricultural implement or traction engine frame,as it will be enabled to travel
sinuous lines, or curves, or angles of streets. It may be propelled by horse or
steam power, and more particular reference being herein-after made to the
employment of the latter power. These arrangements are applicable as regards
the double body shown in Figure 1 G to goods waggons travelling on rail-
ways, and also carts or other two or three wheeled vehicles, as illustrated in
longitudinal vertical section Figure 1 E, a covered cart, and Figure 1 F, a
"tipping" cart, having the double body A and B; and also to that class of
carts known as "Glover's patent chaise," and other simi ar vehicles, where the
animal is near the axle; i.e., by employing the dwarf axles 2 an 1 the springs I
underneath the nave w, the curved axle passing either underneath or above
the body, and between the front and back seats, and passing the shafts under
the front portion and rearranging the supports so as to give more room for the
two front passengers. These arrangements are also applicable to watering
or cistern and similar carts; to the former by employing a straight axle
passing through the centre of the cistern, each of the (axle) ends working
in a vulcanite or other elastic plate forming part of each side of the body, as
herein described, with respect to my improved omnibus.
The third part of my Invention relates to the application of the enlarged or
double body to cabs, as shewn by the solid lines in Figure 6, a longitudinal
vertical section, and Figure 7 an areal plan of one of my improved cabs; the
single dotted lines upon those Drawings represent the outlines of an ordinary
single-bodied cab.
The first arrangement comprises the alterations in the lower body A by
the application of the dwarf axles q,as in the ninth part of these improvements
(or the axle pinion F, the wheels as in the eighth part, and the vibrating
wheels, as in the thirteenth part; the side springs are fixed upon the dwarf
axles q to admit of the lowering of the front ends, and securing them in an
inverted position at an augle to the under side of a, the fore part of the
body A being widened out over them to form the seats 1, 2, and 3. The

page_text: driver's seat is removed from the centre to one side near to or partially over
the wheel, and is placed more nearly in a vertical position over the axle,
the contraction of the seat 1 allowing a space between it and the wheel for
the legs of the driver.
The second modification relates to the application of the upper body B, 80
that the roof C, each side of the seat 1, Figure 7, is lowered or hollowed out as
nearly upon and over the wheels Das they will allow; they will be seen by
the double solid lines. forming two seats d 2, Figure 6, and 4, 5, Figure 7.
There is also a seat over that marked 1, or the seats (4 and 5) may be
lowered below the periphery of the wheels, so that d 2 forms the elbow rest
instead of the seat; the driver's seat is removed from the back to a recess d 3
in the front of the roof, forming a vertical continuation of the dash-board; or
it may be upon or over number 3, but elevated above the periphery of or
partly over the wheel; the doors of the body A, one on each side, closing at
an angle or semicircularly against the extended dash-board, to increase the
size of the inside, and convert it into an eliptic or circular interior.
A third modification is shewn in Figure 6 A and 7 A, (which, with Figure 6
and 7 are drawn to a scale of two feet to an inch;) this consists in employing
a pair of hinged, moveable, or fixed shafts; radiating from the contra end of
the body inversely, and either substituted for or in addition to those now
applied. The driver's seat is either on or over the seat 5, or it may be in a
recess d 3 in the front, as before described. In this as well as in the pre-
ceding arrangement, the seat 1 may open into and form part of either the
body B or A. The passenger portion of the body B may also either be
separate from A, or may open into and be entered through it, by the seat 1
being a flap seat. This form of cab may run either way, according as the
shafts may be fixed.
In a fourth modification, to adapt them for funeral purposes, I slightly alter
these carriages in their shape, aud in the curving of the axle around the
body A (underneath the part B), the cranked or curved portion being either
horizontal, or radiating upwards from the naves w over the space for the
coffin. These carriages may be used for single and light funerals, the coffin
being placed transversely or obliquely (as shewn in Figure 3 D) under the
seats 2, 1, 4, or 3, 1,5; the hearse portion forming the seats b, but this part
is separated and made air-tight from the body A, and may be open, or having
perforations in each end for ventilation during transit. The end of the hearse
part next the horse, in cases where the coffin is carried in an oblique direction,
forms over the coffin into A a step or steps, either permanent or folding, so
that each step or seat will fold or let down to form a part of the ordinary cab

page_text: when not required for a funeral conveyance. I also employ these improve-
ments in. a modified form and scale to perambulators, and children's and
other similar carriages.
The fourth part of my Invention relates to improvements in stage coaches
and other such carriages, and these will be of the same nature as those
herein-before and herein-after referred to in Figure 1 A, B, C, Figure 9
and 9 A, videlicit, the raising or lowering of the present body, and employ-
ing one or more transverse, concentric, or other bodies under or above the
present body or bodies, and which may be arranged in a variety of forms, so
long as they are contained within a circumferential case or shell. To
counteract the grinding of the wheels against the bottom, sides, or angles
of the body when the fore wheels are turning, and to transfer the weight
more upon the spring of the opposite side, I employ loose friction and con-
cussion pullies or rollers, horizontally, diagonally, or (as shewn in the upper
section of Figure 8) vertically, fitted within or upon the ends of suitable
springs or india-rubber blocks.
The fifth part of my Invention relates to an improved form of carriage body
to be used for travelling on railways, the object sought being to increase the
capacity and reduce the gross weight of passenger trains and carriages, and
their auxiliary locomotion. This is exemplified by Figure 9, a longitudinal
elevation; Figure 10, a longitudinal vertical section showing transverse
beams and bearers; Figures 12, 12 A,B,C, portions of transverse vertical sec-
tions of and through Figure 9 (drawn to a scale of four feet to an inch), show_
ing the methods of obtaining ingress and egress to or from the parts A and
B. Figures 11 A, B, shew portions of a longitudinal areal plan (drawn to a
scale of three feet to an inch) of the under framing of the same, presumed to
be of sheet iron or a metal casing only to timber framing. These represent a
double tier, first, second, and third class passenger and goods carriages, with
wheels of three and half feet in diameter, but smaller or larger ones may be
substituted. The improvements consist in lowering the centre of gravity of
the floor a to within a foot of the rails, slightly elevating the roof f, and sub-
dividing and recessing the interior into a double tier or series of transverse
compartments, as seen at A,B,N, and H. The part B is superstructural upon
and inorticed into and between A and N. The guage and girder beans or
bearers O, with E and G, form supports for the bottoms a of each of the wells
of A. The bottoms a is only the thickness of the floor boarding, one to two
inches or more, (as also in the same manner the seats, divisions, ends, sides,
and roof, or either of them,) are to be for.ned by two, three, or more thick-
nesses or layers of planking or plates, the joints of each layer being ina diagonal

page_text: position to each other, as shown by the arrows in Figure 11. Each of these
layers or plates are to be secured with marine glue, nailed or rivetted together
into one solid mass or plate, to obtain tensive, torsive, and cohesive strength,
and to have their ends, edges, or circumference secured through, upon, or
against the longitudinal and lateral girders E, G, and transverse beans O
E, and G, being above or below the axle, on the inner or outer side of the
wheels, as the case may be, their thickness or part of their thickness being
flush with or slightly projecting from the body proper, and are either solid
hollow, cellular, or mnltitubular, formed of timber or iron, or both combined,
with the springs within, upon, or under them, and in transverse section
their elongation is vertical, so that it forms a part of each side; the carriage,
the sill of the doors Q, and also one or two steps to descend into the
part A, (as Figures 13, A, B, C,) from the ordinary platforms. d is secured
to d' by sheet metal quadrant shaped gutter plates rivetted thereto, or by
two or more thicknesses of thin boards, their joints being diagonal to each
other as herein-before described. The axle box guide irons (when they are
permanently fixed to E, G,)are shortened vertically and employed invertedly.
A, A, are distanced from each other by N, N, having the leg hole spaces c 1,
c, c1, and the dome roof d 1, d 3, d 1, for the purpose of obtaining increased
head room in and ventilation of the parts A, A, or the centre part of each
of the parts H, form ventanna openings into the part B, each side of them,
into which the gas light or lamp in the roof fin H, H, will throw a light
as well as down into A underneath,and also act as the light or flame for signal
lamp or lamps at each or either end. The spaces N under C may either
be continued down to the floor a, as in N 5, or the lower parts separated
therefrom, and thrown into the spaces underneath the seats 6, as in N 4,
for the luggage (under the part 6, N), of the passengers, in A, A, or as in
N 6; the spaces N may form réceptacles for luggage, or for the location
of gasometers, water cysterns, or a series of them (for supplying the engine
with water in lieu of a tender), or other apparatus employed in and for
working them. The spaces H are open to the part B, and form receptacles
for luggage, or articles of dress; B, B, are approached by passengers direct
from the platforms, as usual, by means of diagonal automatic and expanding
steps, as will be herein-after more particularly referred to, in which case B, B
are entirely separate from A, A, or the parts B may be partially open to the
parts A, and entered through them by the same door Q, by a short flight of
two to four steps as seen at M, either laterally or centrally, as shown by the
arrows in A 4, the compartments B, B, having dwarf doors or windows for
the inspection and collection of tickets.
'

page_text: The next modification comprises the construction of a triple-tiered railivay
carriage body as shown in Figure 9 A; a longitudinal elevation; Figure 10A.
a longitudinal vertical section; Figure 13 E and F, portions; and Figure
12 G, a transverse vertical section. This is similar in every way to the carriage
last described, with the exception of elevating the roof f, and constructing
them with a series of compartments as shown at C,with the parts an, for seats
either with or without the footboards d 4, as in C5 and 6, for the feet of the
passengers, and the diaphragm roofd6. The compartments B, B, being inter-
mediate between the series of, and separated by the parts Aand C,the latter C
are entered through B by steps M 1, as shown in B 5, similar to those M,
herein-before described; the rooff being about thirteen feet (more or less)
from the rails, the series A, A, require separate lamps to illuminate them. The
girder beams E and G, when they are as low as or below the axles, are curved
or lent upwards so as to form the fulcrum or base for my improved draw bar,
buffing and break apparatus herein-after described in the eleventh part of this
my Specification; the buffers 2, 2, 1, and draw bar 13 will be the same height
and the same distance to the rail as to work with those now in use.
The Drawings Figures 9, 9 A, 10, and 10 A, are those o fa carriage con-
taining first, second, and third class passenger, as will be seen by the
difference in width, and also goods departments are shown (the latter in A1,
2, 9, or 10,) in the one carriage; and this improved carriage is capable of
being supplied with steam or other power for its own propulsion during transit,
as well as for propelling water or air into the hydraulic or atmospheric and
auxiliary power press described in the thirteenth part of this Specification
when stationary or during stoppages. Such propelling engine may be located
in the part A1 or 10, and supplied with and to be actuated and worked by.
the improved steam power. Starting, reversing, and signalling apparatus
or which a Patent was granted to me February 12th, 1853, which may be
carried along the roof or side, or within or alongside the beams E or G, so
that the engine at one end can be worked and controlled simultaneously from
either or both ends of the carriage without the necessity of turning it, in such
manner that each of such carriages may form its own train, and contain its
own propelling power. The improved "vibrating" wheels and axles to be
employed forms the subject, as already stated, of the twelfth part of this
Invention. The number of the compartments may be increased by the
addition, or diminished by the severance of one or more of the central or end
ones A and B, or A, B, and C, as may be preferred; their longitudinal widths
according to the class to which they may be appropriated, as well as the
approaches to them, will be varied according to the guage, length and class,or

page_text: ench carriage may be of a specific class. The automatic steps for the entrance
to the parts B herein-before alluded to are shown in Figures 12, 12 A, B,
and C, being so connected with the doors of B, that the opening of each of
them simultaneously throws out or brings into play the bottom, or bottomand
top, or top steps, as shewn by the dotted lines in each. The solid,lines shew
the position of the fixed and also the moveable parts as contracted against the
side of the carriage till the door is again opened. In 12 A the door closes on
to the floor C, the second step is secured to the side, the first swing or
expanding step being level with the high landing. In 12 C the second step 2
is sunk into the part N and the bottom c. The door is lengthened and closes
on 2. The first step is secured to the side; the top step is an inverted L
plate, as shewn, by enlarged longitudinal section, Figure 12 D,which thrown
up forms a part of the floor c. When the door is closed, Figure 12 B shows
four steps, being the same arrangement as 12 C, but with the addition of the
lower expanding or semi-rotating step, thus dividing them into steps of a less
height of riser. In the ventilation of these and other carriages and omnibuses
also, I employ self-acting or accelerated ingress and egress currents,and diffuse
them over the entire area of each carriage or compartment by means of
interstices between the double divisions or parts, or by tapered, pierced,
or wire gauze tubes or semi-tubes longitudinally and horizontally, as in Figure
13 A and Figure 2, or by shortening their lengths, increasing their numbers,
and fixing them transversely along and parallel with the division, ceiling, or.
roof of each compartment similar to that shown in transverse areal plan,
Figure 13. The vertical, longitudinal, or transverse bearing ribs in tlie roof
or ceiling or sides, being widened and hollowed out in their centres, as shew.n
in transverse section, 13 B, nearly one half their length to form a tube and.
perforations therefrom, or by the bearing ribs being encased with a permanent
semi-elliptic,or having quadrant pierced, or gauze metal plates in and euclosing
the angles on each side of them, as shewn by Figure 18, and transverse
section, Figure 13 C, their ends protruding through the sides, ends, or roof,
and being furnished with caps or hoods on the outsides, which hoods are placed
back to back, the one facing to the front, the other to the rear. The tube
(inside) in one rib or side of one rib may be pierced through its sides or open
at its end, forming the ingress tube; the tube in the next rib or side of rib
being similarly pierced and left open, forming the egress tube, as shewn by.
the small arrows, shewing double action, i.e., inducing and expelling simul-
taneously each or either way,or the same result may be obtained by employing
the system of main and junction tubes, as patented by me February 12th
1853, and accelerating the draught by means of a fan or fans, upon the axle,
... I

page_text: Γι
or by employing the spokes of the wheel or plates fixed angularly thereon to
form fan blades, or by an archimedean screw fan at either or both ends,
which may be actuated by bands or other connections with the axles or wheels.
In the painting or decoration of the several carriages, I colour them, or each
separate compartment of them, or the doors only (where composites carriages
are employed), of a different colour outside, denoting its class; thus, as an
illustration in Figures 9'and 9 A, (the right-hand halves the whole compart-
ments, and the left-hand halves the doors only being thus treated; those
coloured lake are. third class; those in the middle, coloured green, first class;
and those coloured yellow, second class; or in any other similar manner, so
long as a distinguishing colour is retained for each class. This mode of
distinguishing the classes may be used alone or with the addition of a large
capital letter, cypher, initial, or number painted on the inside and outside
of each door of a different colour from the ground colour, i.e., 1, or FT;
2nd, or S"; or 3rd, or TP, so that each class may be instantly recognised by
passengers by night or day, to prevent mistakes and confusion. Where these
carriages are employed to run on rails such as those for which a Patent was
granted to me January 31st 1853, or any other kinds, and which rails are laid
along ordinary ways, for which a singular line may suffice, by having double
outsets at stations or junctions, or other convenient places at stated intervals,
a temporary, slightly elevated, and permanent plank landing should be pro-
vided on one or either side, or the carriage itself may have a moveable
folding, or contracting platform on either or both sides, with steps at each
end, as shewn in Figures 12 E and F, the dotted lines representing its
permanent and the solid lines its temporary position; or this may be carried
out as shewn in transverse vertical section, Figure 12 G,videlicet, the carriage
being divested of all its doors on either or both sides, or the sides and doors
entirely removed, and other glazed sides e, i, substituted at a distance of a foot
and a half, thereabouts, from the framing of the carriage, leaving that space as
an internal gallery running from one end of the carriage to the other between
the sides e, i, and the transverse recesses at each end of each compartment,
so that one door at each end of each. gallery will be sufficient, and that one
may be supplied with a tell-tale counter or not. The compartments C, where
they are a separate class from B, are entered and left by diagonal stairs ML,
Figure 12 G, at each end of the carriage. To facilitate the ingress and egress
and the separation of the classes, the compartments B or B and C (where C
is the same class as B) are always entered and left on one side, while the
compartiments A or A and C, where Care a different class from B, are, always
entered on and left from the other or opposite side of the vehicle. The
he'
זו.
זיו
"
13
לך ז!

page_text: passengers in all the compartments always enter the vehicle at one end, and
leave it at the other; and, as a suggestion for working the same upon the
mileage system, each station is supposed to be a quarter, eighth, or other
portion of a mile apart, and progressively numbered. Each passenger on
entering is supplied with a coloured ticket corresponding to the class, with the
number of the station thereon, which being presented by the passenger on
alighting, the distance travelledis at once ascertained and charged accordingly.
Such a carriage as Figures 9 A, 10 A, and 12 G being upwards of sixty feet
in length, eight feet wide, including galleries, and thirteen feet in height from
the rails, would supply sitting room for the accomodation of about one
hundred, say, third-class passengers in the compartments C; sixty, say, second
class in the compartments B; and fifty, say, first-class in the compartments A;
or a "line carriage to the same scale, but with side doors, and the whole
interior fitted with seats, will accomodate a greater number; or, a double
tiered carriage, as A, B, Figures 9 and 10, with side doors, and ten feet high
from the rails, will accomodate a less number in proportion.
The sixth part of my Invention, which for the more lucid illustration I
divide into sections, relates to the improvements in the fore or leading wheels,
and also the trailing wheels, axle springs, crosstree, and fore carriage, to
render them subservient to and for the purpose of obtaining a low centre of
gravity, and also to obviate the strain upon the body.
The first arrangement is, as shewn in Figure 17 and 18 (A, and 18 B,
portions of areal plans, and Figure 20 A and 20 B, longitudinal vertical
sections. The axle J is horizontally or diagonally cranked or curved out in its
centre part inversely to its length, either aft, as in Figure 18 A, or fore, as in
Figures 17 and 20, either slightly, as in Figure 18 B, or considerably, as in
Figure 17 A; or the axle may be curved and extended, as shewn by the
double dotted lines in Figure 18 A and 22 B; or around the end of the
vehicle, so that it forms the draw bar also, by having the shafts or pole
secured to it, as in Figure 20. In either case it is to be carried out in such
manner, that the crosstree / will vibrate vertically close to and below the
axle; or the body of the carriage may be fixed close to, nearly upon, or below
the fore axle J without being liable to come in contact therewith; and thus
a pole or poles may be pendulous from and supported by a radius jib rod or
weigh spring, fixed to and tangent from the front of the vehicle, under the
driver's seat g 1, whereby the fore carriage and body may be relieved from the
strain and purchase caused by its weight. In other cases I employ the
ordinary straight or vertically curved axle, and two semi or twin cross trees, and
connected by either their upper or under sides, as will be seen in the portion

page_text: of transverse vertical section Figure 20 D, with the axle J between them.
When the axle J or crosstreek has a tangent arm to throw the wheels K
out of centre, I employ and substitute a sinuous spring i, similar to those
shewn in the portions of the areal plans Figure 18, C, D, E, to attach and
secure the axle J as well as the crosstreek to the body (a), the axle J
partaking also equally in the propelling strain. The fore springs; are fixed
either inside or outside the crank G and E upon dwarf axles q underneath the
nave w, as shewn in Figures 8 and 14. The upper bar L or dumb spring,
Figure 20 C, longitudinal areal plans, where such is employed, is curved
inwardly in the centre part,havingtangents radiating inwardly and horizontally
therefrom, to secure it to the crosstrees k, k 1, in such manner that the dumb
spring bar L will pass the nave W and cranks G and E in its descent.
The second section of this sixth part relates to connecting the fore carriages
crosstreet to the body. The upper concentric segmental ring m, Figure 17,
is loose, with the exception of being secured to and under the body by a
joint 1 at its fore end, and at its aft end, having a vulcanite or endless
spiral or other steel spring bedding or cushions at its sides between the ring m
and the carriage body. In lieu of the ring m being horizontal and parallel
with the road, as at present employed, I propose that the sides be curved,
forming slightly inclined and concentric planes, similar to those shewn in
Figures 15, 15 A, longitudinal vertical sections, the under surfaces of the
sides of the ring m inclining downwards each way from the hind or central
axle aft to the extreme front arch or ends thereof, to the extent and so far as
the crosstreek reciprocates thereon in turning either way.
In a second arrangement I employ a wedge bar, as herein-after specified
in theeleventh part, and shewn by No. 8, the bar, and Number 9, the wedgo
as applied to a carriage, Figure 17, either working between the upper ring m,
which is hinged by two joints r, r1, as before, to the body A, or between the
upper and lower rings m and m 1, within slots or indentations in one of their
surfaces; these may be either single, as in Figure 11, or double-tongued, as
in Figure 17, working by tension, the thick end of the wedges 9 being
outside, as in Figures 15 B, and also C, transverse vertical sections of
Figure 17, or by compression, the thick end of the wedges 9 being inside the
rings m, as in Figure 15 C. The wedges 9 and bar 8 are self-acting,
reciprocating transversely and athwart, as shewn by the elliptic arrows in
Figure 17, equalizing the difference of angle or inclination, or they may be
actuated by connections to the crosstreek or ring m; their object is this, that
so long as the vehicle is travelling in a direct line or level, the pressure upon.
jand is equal. This transverse level of the axle and body is supposed to be

page_text: parallel, and as shewu by the solid line in Figure 15 B, C; but in turning
or deviating therefrom, the axle being supposed to describe the angle, as
shewn by the dotted line in Figures 15 B and C, the weight and torsion is
gradually released from the inner or overloaded spring and wheel, and is
transferred to the weight thrown on the outer or under-loaded spring and
wheel.
The third section of this sixth part relates to rendering the crosstree
draw bar flexible vertically, but rigid horizontally, and of employing it in
combination or substituted for the side springs. The centre part of the
present inflexible crosstreek is retained, whilst in other arrangements I
build or pile the crosstreck of a series of separate tapered strips of timber,
the depth being vertical as in Figure 18, or horizontal as in Figures 18 A
and 19. I employ in its construction either timber alone, or similar tapered
steel plates or section rods T, H, L, or X, inserted within, similar to a trussed
beam, each of its ends being spring extensions j, either plain or corrugated
surfaces,straight and lineal or sinuous, as in Figure18; S-shaped,or a prolate
annular ring or spiral, areally, as in Figures 18 A, F; S-shaped, curl,
spiral, or ringlet, longitudinally and vertically, as in Figure 17, A, B, C, K;
longitudinally and areally, as in Figure 17 E; S-shaped, transversely and
vertically, or corrugated or serratted, as in Figures 19, 19 A; or curl, or
ringlet, horizontally and transversely, as in Figure 19 B, similar to those
shewn in Figures 18 C, D, and E, or of various other tortuous or sinuous
shapes, so as to condense their space or increase their length vertually, and
their elasticity, and employ them to act by compression, tension, torsion, or
all these forces combined. Or I use a principal steel plate, scroll, or spring
passing within, upon, or underneath the piled crosstreek from spring to
spring; or I construct the crosstree of springs or steel plates entirely
extending from crank to crank. Each end of the crosstree is secured to
the axle J, or cranks E, G, as in Figures 18, 18 A, and F, 19 A and 19 B ;
or it has other intermediate springs j, as in Figures 20, 20 A, or S-shaped, as
in Figure 17, or other shapes between the crosstreek and the crauks E, G,
to obtain a greater amount of elasticity. The springs are either secured by
the middle, and the crosstreek attached to each of their ends; or one worm
of a screw or spiral may be used, either vertical or horizontal, or S-shaped,
as in Figure 17 K, and similar to Figure 19, and in Figure 20 B, its edge
being horizontal and transversely to the vehicle's length, having one end
secured to the axle F, or cranks 'E, G, and the other to the crosstreek, or
spring at the ends thereof. These springs, such as shewn in Figures 18 A,
C, D, E, and F, are rolled, pressed, or cut out of sheets of steel previously

page_text: forged or rolled to the requisite thickness, and in Figures 18 C, D, and E,
are endless.
The fourth section of this sixth part relates to that class of wheels and
axles which I term "vibrating" ones, and although virtually belonging to the
twelfth part, I will proceed to specify them here. They are applied chiefly to
my improved waggons for the purpose of obtaining the openings and rolling
ways Pon each side, and continuing the lowered lorry body B up to orbeyond
the extremity of the fore wheels K, as in my improved omnibus; and they
may also be used as supplemental fore wheels to lorries, as they are shewn
in Figure 22 A, a transverse, areal plan of the fore end and wheels K, drawn
to a scale of one foot to an inch, of a waggon orlorry with side rolling ways P,
and also to carriage shaving T, L or double-flanged wheels to run on sinuous
lines of edge or groove rails, or other ways, or turning the tangent or acute
angles of ordinary thoroughfares. The ordinary axle J is severed into two
equal parts, each bent upwards inversely to its length, forming two separate
lengthened loose and vertical cranks or crank shafts G, E 1, and E, E 1,
having an inflexible or spring beam M, N, secured to the end or forming a
part of each of them; two parallel radius bars O 1,02, are each jointed. to
the beam M, N, at their ends and in their centres to the concentric ring m,
which with m 1, m 2, is in one solid piece; these bars receive their motion
from and are actuated by the shaft or pole fitting in or attached to m 2. The
crosstreek is either of timber, iron, or steel, or either or all of then combined,
and with the dwarf axles E L, and cranks E, G, virtually forms the main axle,
which is multiform in construction and arrangement; in some case substituted
for and in lieu of side springs; in others secured to and forming part of the
framing. The crosstree axle k is hooked or pinioned at each end to the
dwarf axles E 1, or the tangent flauge, or the extremity of each shaft E, G,
underneath E 1, or within an eye in and through the crosstree or the T
beams M, N. The upper ends of E, G, are secured by and working within
metal vulcauite or other collars or caps attached to the side of B or A, or
within caps to form also the base for springs j. as near down to the periphery
of the wheels K as they will allow. They have also the seif-acting or other
elevating wedge motion to or through them, as in the tenth part of this
Invention. A second arrangement is shewn by Figure 22 B, an areal plan,
the same as Figure 22 A, but in an inverted direction, obtaining a still lower
centre of gravity. The crosstreek only is employed, the portion F is curved
as heretofore, and to attach the shafts at an elevation of from to four feet
from the ground direct to B, or the crosstree axle k; k being attached to
E, G, as before; the front halves only of M and N are employed, and those

page_text: curved or removed from the bottom to the upper portions of E, G. The
levers M, N, are connected to and with the shafts or steering apparatus, or
the railway carriage in advance, or one of them M, N, is lengthened longi-
tudinally in front, having a flanged guide wheel at its end so as to simul-
taneously actuate each other, but this result may be effected in a variety of
ways. Their propulsion or the method of obtaining "break" or other
power from them is hereafter referred to.
The seventh part of my Invention relates to the methods of suspending the
cranked axle from or within the thickness of the floor a, and of employing
"vibrating inclined pressure plates,' to allow the axle to recede within the
body when heavily laden, as shewn in Figures 1, 2, 3, and also the double
dotted lines in Figure 8 as applicable also to "lorries" and other two-wheeled
vehicles. The cranks E, G, between E1 and F are lengthened, the pinion
part F is extended in an angular and nearly horizontal position on one side or
both fore or aft of the naves w, sécured within bearings upon the bottom
or floor, or within the thickness of or under the bottom or floor boarding,
or sustaining framing of a or a, or each or either of them with which it
reciprocates. The cranks and axle E, F, G, are made in two parts, spliced
and bolted together by Tor other flanges, or in other suitable manner between
the bearings; their contact surfaces are plain or serrated, or the part E, F, G,
is made in three parts; the crank; E, G, hiving collars E 2 and G 2, are
screwed and keyed, or keyed only on each end of the gauge pinion F.
The second arrangement relates to employing and rendering the ordinary
cranked axles, as shewn by the single dotted lines or the solid lines in
Figure 8, subservient to the lowered centre of gravity by fixing and suspending
the centre part F either within the thickness of, or having a space of one to
three inches between it and the upper surfaces of a. A portion of the
bottom a over and for a distance on each side of F is formed, if a flat
bottom, by two hinged vibrating and double inclined pressure plates in
Figure 14 A, or four if a rounded bottom, either of timber with sheet metal
lips over F, or sheet metal entirely, having vulcanite or hydraulic tube
bearings or concussion blocks O. The solid lines shew the position of a
F, D, and n, when empty, the dotted lines their raised and inclined posi
tion when heavily laden, Fb ing virtually within the body of A. When
the vehicle has a false or upper bottom as shewn by a 1 in Figure 14 B, a
portion of the longitudinal vertical section, I employ and substitute an
inverted U-shaped and fixed plate n 1, the dotted lines shew its action.
The eighth part of my Invention relates to the part termed the nave of the
wheels, and also the methods of connecting them direct to the axle at either

page_text: end, or both ends, without the intervention of an annular collar, and formed
solid with the axle. This is shewn in Figure 8, above E 1, drawn to a scale
of one-sixth of its full size, and in Figure 8 B, the full size of transverse
vertical sections of the metallic axle box nave w, and portion of one of such
wheels, shewing their connection at the inner or body end only. The axle box
nave w may be either closed at its end. or open, as shewn, of the same length,
or longer if preferred than the axle-box now used, in dimension it may be of
two or three diameters, which decrease from the surface Z, the axle E 1 being
turned to correspond with it, and the material of which it is made may be
wrought or cast iron, steel, or gun metal, turned and bored to shape. t is a
separate annular disc of wrought or cast metal, turned tight or screwed,
expanded by heat and shrunk upon the periphery of the annular collar 2; the
spokes R being afterwards fixed between by screw bolts, but this forms no
part of this Invention. r is an annular metal cap turned to fit tight or
screwed upon the end of the axle-box nave w, having an annular packing
between the cap v and the part 3, and additionally secured to the part 3 by
screws, marked 5. The annular space seen at 6, between the parts v, w, and
8, forms an annular cavity or space to contain a supply of oil or other
labricating matter, which may be introduced either in a liquid or dissolved
state through the screw plug 7. The axle crank E has an enlarged shoulder
or annular friction surface Z sunk into it, as in Figure 8 B, or flush with E 1,
as in Figure 8; the annular nave collar w 1 works within, partially within, or
against Z. z 1 is an annular cylindrical collar having an L flange, marked u;
the cylindrical portion u 1 may be either wrought solid with E, and forming
part of it, as in Figure 8 B, or loose as in Figure 8, but where it is loose, or
the loose portion u is in two equal parts, is an annular collar in one solid
ring, screwing on to and around the annular screw surface u 1, having the
washer or packing cavity between it and u, as in Figure 8 B, or in two equal
parts. The joining of u and x, where in two halves, are diagonally aud
inversely to each other, and secured to or around the axle crank E by the
annular screw tbreads on u 1 and inside of x, or by screw bolts 8, and
U-shaped or other metal straps, as in Figure 8.
ข
A second arrangement is as shewn by the lower portion of Figure 8, below
E 1 by substituting the part t for the part 3, and 3 for t; the cap being
screwed upon w up to and having a washer between it and number 2, and
the addition of the annular cylinder y screwed to t by screws q
'The third arrangement relates to the method of securing the nave w
upon the axle E 1 at its outer end, as shewn by Figure 8; C, a transverse
vertical section of the end of the axle E 1 and nave w. Figure 8 D, a

page_text: longitudinal vertical section through c, d, f, E 1; and Figure 8 E, a longi-
tudinal vertical section through c, d, 1, and E 1, of portions of the nave w
and axle E 1, full size and of the heaviest class. The axle E 1 has two
screw threads a and upon it; b,being smaller in diameter than 4,and screwed
in an inverse direction to it, as shewn by the arrows; c is an aunnlar steel or
steel faced cylindrical collar, which being screwed by the threads a tight on to
the axle E 1, forms a bearing portion and part of the axle E1, having two or
three key screws, pins, or wedges finserted between the collar c aud the
axle E1 to prevent it from turning or shaking; d is a second annular collar
screwing into c and on to the axle E 1, having an annular aperture for the
wrench. Various simple methods are applied for preventing the turning of
the collars d, but that specially shewn is by the piece of spring steel or
copper e being bent up temporarily, as shown by the dotted lines expanding
or being forced sinultaneously each way, and in the same manner it is with-
drawn by applying leverage to the centre, but cannot fall or work out of its
own accord. Either of these methods may be employed separately.
The ninth part of my Invention relates to the attaching and suspending,
or obtaining a fulcrum for the springs between the cranks E,G,and spokes R
in close proximity to and underneath the nave w, upon, supplemental dwarf
axles 2 shewn in Figures 8 and 14; they are either square or rectangular
immoveably secured thereto, or the dwarf axle may be circular or elliptic in
section, so as to vibrate within the collar or strap 10, concentring upon the
main axle cranks E, G, or radiating from them, and either fixed into, around,
or wrought solid with them, or an inverted and pendulous extension of the
same. Or I employ the collars wand, Figures 8 and 8 B, to form the base
of or fulcrum for the springs, by having them mounted above or depending
from them. By this and the arrangements in the previous part of my Inven-
tion, the cranks E or G, are fixed much closer to the nave w and spokes R,
a greater space or increased width is obtained for or within the chest of the
vehicle, the weight is thrown more immediately and verticallyuponthe spokes
R, the axle pinion F is relieved from much weight or transverse strain, and
either reduces to obtain the same, or converts the whole length of the nave
w into the auxiliary and effective bearing.
The tenth part of my Invention relates to the compound, single, double, or
treble purchase springs T, and for illustration shewn in Figure 8, 14, 15, and
16; thus I employ the spring T underneath I, as in Figures 8 or 14, or above
it, as in Figure 15; in either case this spring is in conjunction with the
ordinary one I, or I subdivide each ordinary spring into two or more separate
parts or springs I and T, both of which collectively are equal to the burden of

page_text: the required maximum weight or pressure. I maybe either an ordinaryspring,
or, as I prefer it, in one solid plate, thicker at its centre than at its ends,
either of a lineal and flat form,or corrugated similar to that shewn on theright-
hand side of Figure 19, and slightly arc hed so that it will deflect equally
each way up and down from the horizontal; I is secured at its centre to
the axle E or q, to the' collars u, x, or crosstreek, and at each end to the
body a as usual. The spring T is composed of a series of graduated plates or
otherwise, and either in one spring,as shewn in Figures8, 14,15,and 16, or two
or more of them, as in Figure 26, their upper surfaces being parallel to each
other,and their centres and ends secured to andwith each other, and at a parallel
distance vertically from each other; T is vertical and parallel with I,secured
at its ends to the body,and with its centre loose. The axle E or a continuation
12, or g, or the collars u, x, or a solid or tubular pillar or standard X, forms
the base or fulcrum 11 for the beam, eccentric pul ley, pulleys or segment
thereof W, either placed horizontally and lineally as in Figure 8, upper part,
and 14, or horizontally or diagonally and transversely in bearings 14,
Figure 8, on or in the axle F',or crosstree k,as in Figures 15 and 16, drawn to
a reduced scale, or by wedges underneath the band S, or by other wedges
between the ends of T and the carriage body, or other suitable methods. One
end or side of W is connected either direct to or by the intervention of a chain
band, rod, or similar connecting medium Y, to and with the band S of 'T, its
inverse end 13 being similarlyconnected to or underneath b or d. In its action'
the solid lines shew their position when the vehicle is empty or unloaded, and
as the weight or pressure increases it depresses each of the ends of I andT,and
simultaneously therewith draws or forces upwards the centre S ofT,as shewn
by the small arrows, so that when laden to its maximum, their positions
are as shown by the dotted lines; consequently, where a loose single pulley
or lever is employed, for every inch that the body of the carriage descends
vertically, it causes a depression of T equivalent to two or more inches ;
where a second power or double shaved pulley, that depression is four
times its descent, or four inches; and where a third power or treble shea ved
pulley. six times its descent, or six inches; and so on for every additional
sleave according to the leverage used, and vice versa. The decreased
reciprocity of the body of the carriage allows its size and weight to be
increased, and fixed nearer to the road or rails, and causes it to be
more nearly and permanently at the same distance from the road or rails
whether at the highest or lowest point of burden. Figures 11, G, H,
and I, are vertical sections of double-pressure (ca) S-springs; and Figure 20,
right hand side U () and left-hand side V () springs as applied to the

page_text: fore wheels K, based upon and at each end of a beam N, radiating from the
nave each way, the axle itself being curved, so as to form one or the front
end of N; they are fixed in their centres, or within a slit axle,and the weight
or pressure applied at each end up and down simultaneously; their action is
similar to that herein-before described, as will be seen by the dotted lines in
each. It is not absolutely necessary in all cases to employ the double spring
I, T, as in frequent cases, and particularly in cabs, I employ the single
spring T, and double or twin levers, having the crank E, G, between, as
W, W 1, Figures 8 and 16, their outer ends forming the base for and having
the spring secured by its centre thereto.
In a second arrangement I employ an auxiliary and altrative leverage to
that previously described, by the intervention of an I, T, C, V,L, or other
single or double lever, wedge, or rack, and connecting rods or bars, as or
similar in action to that shewn in Figure 14 B and D), so applied and
reciprocating through the tubular socket, pillar, or in other manner as to
raise or force the fulcrum pinion or pillar X from one to four inches vertically
further from the rod or axle F, by alternately thrusting or releasing such
wedges,having connections and gearing carried to or near the conductor's seat
or station, so that he, by alternately thrusting or releasing the wedges, can
control and maintain at will the position of the body of the vehicle, con-
tinuously at near the same distance from the road, irrespective of pressure
or load, although the vertical deflection of the spring T may be equivalent to
from eight to twelve inches or more; or, it may be, and I prefer it in every
case where practicable, so connected to and actuated by the descent of the
carriage body, similar to that herein before described; or from the seats and
floor, either or part of them being hung as "inclined vibrating pressure
plates" upon hinges or centres, in conjunction with hydraulic, atmospheric,
mechanical, or other pressure, as described hereafter in the last part of this
Invention,so that they are partially or absolutely and continuously self-acting
and regulating. The compound pressure principle is available, and I employ
and claim the use thereof in numerous arrangements,in and for every purpose
where any description of steel, vulcanite, or other buffer, draw, pressure, con-
cussion, guage, or other spring block or bearing can be or is employed
separately or in conjunction with another, either parallel with or tangent to
the ordinary spring.
The eleventh part of my Invention relates to the rendering the buffing and
draw bar,the springs, and connections of my improved carriages and waggons
subservient thereto, as required by the peculiar construction and lowered
centre of gravity of the body, to render them more completely self-acting,

page_text: self-coupling, controllable, and less liable to fracture. The buffer heads 1 and
1 a, Figures 10 B, 11 and 11 B, at each end, and on opposite sides of the
carriage are circular, as usual; the other ones 16 and 1c also at each end
and on opposite sides to each other are elliptic,their elongation being horizon-
tally and transversely, their surfaces being concave; unlike the ordinary ones l
and 1 a, their rods are straight or slightly sinuous, and short in length ; 3 is a
transverse and horizontal axle or shaft, having each of its ends secured in
bearings, on, in, or under E, G. Upon the shaft 3 is keyed or wrought solid
therewith two outer drawn bar arms or beams 4, and a central one 5, their
lengths when at rest being vertical; 6 is a rod, upon, around, or at the ends of
which are vulcanite anunlar cylinders, or steel springs 7. Its action is seen
on reference to Figures 10 B and 11; these are areal plans of a portion of a
broad gauge carriage, shewn by the solid lines in their position from tension
during transit,and by the dotted lines in their position from concussion when
being brought up to a stand; 10 is a draw bar, there may be two inter-
mediately underneath, and for strengthening the bottom a, and this is
continued across the transverse semicircular bearerso by short loose plates11
screw bolted thereto, to allow the removal of the wheels and axles, if required.
I employ the equiradial wedge bar 8, the two ends forming two wedges 9
inversely, and either concentric to, as shown, or radiating from each other, as
herein-before referred to in the sixth part of this Invention. The buffer rods2
are tubular, or in two parts, having a horizontal slot, in which the wedges 9
vibrate transversely; its reciprocation is self-acting, as shewn in Figure 11.
According to pressure on each buffer, the solid lines shew their position
when the carriages are proceeding in a right line, the dotted lines their
relative position with the adjoining carriage when turning a curve.
In a second arrangement shewn in Figure 11 B, a longitudinal areal plan,
and Figure 12 H a transverse vertical section, each buffer and rod is
separate from and independent of each other, has its own springs or blocks;
the equiradial wedge bar 8k is removed to the outside, and employed
externally and strengthened or piled with steel plates as in the crosstree
draw bar herein-before described, so as to be flexible vertically, but rigid
horizontally and lineally; or a separate and similar one to this is used at
the back of the buffer heads, and extends from one buffer head to the other,
and is either jointed to each of the buffer rods at the back of or forming the
buffer heads, also solid with it, so that it 8, %, forms the draw bar and buffer
springs also. Each of them 8, k, has a draw link 15 secured to and projecting
out of centre from it, supplied with a self-acting spring, wedge, or other hook
16, and (V) jaws to throw them into locking level when they are unlevel

page_text: or unequally loaded; being brought in contact they doubly interlock each
other by both the hooks 16 being self-acting. A wedge, acted upon by a
lever from each or either side the carriage, raises the hooks 16, which
uncouples them; the traction apparatus is therefore always in a state of
tension. Figure 27 shews an improved steel spring and wedge, and vulcanite
block, compound draw and buffer spring, with or without hydrauliccylinders.
The twelfth part of my Invention relates to rendering the wheels, their
axles or flanges," vibrating," first, as shewn in Figure 21, a transverse areal
plan, which is effected by two semi or tubular semi-axles J 1, J, upon each
end of a central solid one j, having in and draw pin i therein supplied with
connecting, tension, and parallel radius rods 13, 13 a; their outer ends are
secured to the carriage body or crosstreek, and their inner ends to the
tubular axle J 1, J 2. In deviating from a right line, each wheel expands,
describing an elliptic, the elongation being in the direction of the vehicle's
length, the naves w describing lineal and parallel lines.
The second arrangement refers to imparting a vibrating action to cabs
and other such vehicles having a cranked axle when the springs are based
upon the dwarf axles q or F, by connecting the top of the crank E1 to one
end of the spring, having screw or other action to expand or contract its
length. Suitable actuating gear and conuections are carried to the driver's
seat, so that he can control them during transit by moving them backward
or forward at will. In Figures 6, 6 A, 7, and 7 A, the dotted lines shew
their ordinary position, the solid crescent and parallel lines on each side
their vibrations.
The third arrangement refers to the vibrating principle as applied to my
improved carriages, having flanged wheels to run on rails or grooves for
traversing curves or acute angles either with or without pilot wheels. This is
herein-before described in the fourth section of the sixth part of this Invention,
by the severed and compound axles, as shewn in Figures 22, 22 A, and 22 B,
where they are employed to be propelled by steam power, or to actuate the
pumps, tubes, or cushions for propelling a liquid or air into the reservoir or
cylinder, or to be actuated by the accumulated pressure from or the pressure
transferred to such reservoir or cylinder, as in the thirteenth and last part.
The wheels, or one of them, has a concentric and bevil toothed wheel on its
inner or outer surface, and the end of the horizontal propelling spur wheel
shaft is secured in a swivel joint at the end of each lever beam M or N.
A fourth arrangement applies to carriages or other lengthy vehicles by
"transcursive" wheels and axles shown in Figures 11 A, a longitudinal areal
plan, and 12 H, portions of transverse vertical sections of a broad-guage

page_text: carriage, the centre if six, or one of the central if there are eight wheels,
employing the transcursive principle, but it may be applied to all the wheels.
It consists in so suspending them by the arm and shoulder rods V as to be
immoveable in the direction of the vehicle's length, but to have a vibratory.and
self-action transversely of from one to four or more inches each way, so as to
conform themselves to each curve the carriage may have to pass. Their
springs may be separate or compound ones, and their connections are variously
applied, but in all cases so as to throw the full share of weight upon each
wheel. The pendulous connecting rod V is in conjunction with either one or
two lineal, lateral, and horizontal radius rods 14, 14a, secured and jointed to
the main beams E, G, the ends being so slotted or grooved as to form the axle
box guide irons also. The lateral rods 14, 14a, and the pendulous rod V are
concentred to and have the axle box for the junctions. The solid lines in
Figures 11 A and 12 H shew their ordinary position, the dotted lines their
vibration in passing a curve. When the "transcursive" principle is applied
to all the wheels, the outer. or end ones contract to, and the centre wheel or
wheels simultaneously expand from, the axis of the curve, either voluntarily,or
have connecting rods or beams to make them do so.
In a fifth arrangement, as shewn in Figure 11, in lieu of the whole of the
wheels and axles being parallel, the end axles are so placed and have
the equiradial wedges herein-before described, working in the axle box,
guide irons between it and the axle box, with suitable connections to the
centre or "transcursive" wheels, so that each of the end wheels is thrown or
forced out lineally in opposite directions to each other, on one side of the
carriage, and drawn in on the other side, so as to nearly radiate concentrically
from the axis of the curve, their alternate expansion and contraction being
regulated by the throwing out of the centre wheels transversely by the con-
nections with them.
The last arrangement of this part relates to constructing wheelswith vibrating
flanges upon or within their peripheries, to enable, them to travel on rail or
ordinary ways indiscriminately at will. Figure 14 A shews an elevation, and
Figure 14 C a transverse vertical section.. The wheel D is constructed as
usual; on the inner or outer side is an annular ring with L'flange 7, which
forms part of the tyre, and is permanently secured by bolts at equal distances
to D or the spokes R, so as to leave an annular groove or space between them
around the entire circumference, within which is an annular ring 18,larger in
diameter than the wheel, made in three or more segments, or chords with
rectangular slots in it,through which the pins are fixed that secure the flanged
ring 17 to the wheel D; each of the segments has an arm or bar concentring

page_text: to the nave w; at their ends is a spring to force it or thein out continuously, so
that each segment is contracts as it comes in contact with the ground in
transit, having wedge or other arrangements applied in a variety of ways, so
that the flanges can be permanently and immovably expanded or withdrawn.
The solid lines shew the annular flanges, the dotted lines their contraction
when proceeding along an ordinary road.
The thirteenth part of my Invention relates to the use of hydraulic, atmo-
spheric, or other similar apparatus of peculiar construction, for propelling
liquid into an hydraulic press, or air into a reservoir, or the two combined by
the downward force, velocity, or momentum of a locomotive or other engine,
shaft, fly wheel, carriage, or vehicle descending an inclined plane,or travelling
or revolving at a velocity upon a level,in lieu of or in conjunction with breaks
to retard or graduate its velocity, rotations, or descent, or from the shock or
propelling strain of the animal at each time of starting, or from the buffer and
draw rods being supplied with a double-acting hydraulic or atmospheric pump
cylinder at either or each end of the buffer rod, which forms the piston rod for
it or each of them, or from hydraulic or air tubes or cushions fixed under the
framing of or forming the spring seats, or under the floor, or steps or galleries;
and applying such hydraulic or other similar and continuously accumulative
pressure thus obtained to propel it up an inclined plane, or along branch lines
thus: The Drawing Figure 23 is a section of one of the hydraulic and
cumulative class with springs, and will suffice to illustrate the same,although
various arrangements and substitutions may be applied. It is secured to some
convenient part. A is the cylinder, B the piston, C the rod attached to one of
the springs; 1, E, F, are pairs of springs, in number according to the stroke
and pressure required; these are connected by bands G either upon, as shewn,
or underneath A; and either alone or with vulcanite blocks between the ends
or centres, or a series of vulcanite accumulators or spiral springs placed
annularly round the cylinder A,or annular cylindric blocks placed around the
piston rod C, or other similar and suitable ones. A tension strap H secures
the top spring or block of the series toA,havingguide or slide plates or slots for
preserving D, E, F, in their places, and either alone or with alterative screw
gear. In its action the solid lines shew its primary position when the vehicle
is descending an incline or travelling at a velocity on a level; communication
or motion is given from the wheel, or a drag wheel, in a variety of ways, to one
or a series of pumps, tubes,or cushions, to force liquid fromanenclosed reservoir
into the cylinder A, or an elastic one within it between A and B, gradually
depressing D, E, F, as shewn by the dotted lines,or pumping air into a reser-
voir in the same manner.
In ascending an incline the communication with

page_text: the pump, tubes, or cushions is cut offor reversed by self-action or otherwise
and the accumulated pressure applied in a variety of ways to the wheel or
wheels to propel them forward; and lastly, the floor, seats, stairs (the treads),
and platforms of carriages, are formed with inclined ratchet wheel, hydraulic
or other vibrating pressure plates, as herein-before described in the seventh
part, and as shewn in Figure 14 B, being plates of metal, timber, or frames
hung upon hinges at one end or side, the other loose and slightly above, the
other part having hydraulic or other tubes, cushions, or pillows I, as shewn
in section in Figure 25, supplied with suitable ingress and egress valves
placed between them. Their tendency to and self-expansion acts assuction on
being pressed down or contracted by the weight passing over it, or sitting
upon it depresses them, and fluid is continuously forced or pumped into the
cylinder A, Figure 23, or air into a reservoir, or it may be so as to act by a
click upon a ratchet wheel upon a shaft. Or, I employ them in some instances
to act upon the fulcrum of the springs only, as shewn in Figures 24 and 14B;
a tube, pillow, or cushion I, being placed under each seat, and communicating
by metal tubes J to a main metal tube K, having the cylinder L, or a
corrugated one, or a tube therein, the piston rod M and wedge N. The tubes
1, J, and K are filled with liquid, which forces the wedge N, as shewn
by the dotted lines, under the spring fulcrum according to the weight or
number of persons, as herein-before described in the tenth part of this Inven-
tion. I also employ these vibrating incline pressure plates or frames n and
pressure tubes o, as or similar in action to those shewn in Fig. 14 B, or as
those marked I in Fig. 25, laid down on and along roads or rails, for the
vehicles or persons passing to or from them, or other persons or vehicles to
pass over them, to propel liquid or air into stationary cylinders or reservoirs,
to obtain a continuous supply of motive force pressure or fluid; having a
suitable arrangement of main and stand pipes, and tubes with union screw
or swivel joints for transmitting such auxiliary pressure or fluid intermittently
at will therefrom to the cylinder, reservoir, or apparatus, upon the vehicle to
supply it or propel it along, and employing it, a portion of it, or the super-
fluous motive force pressure or fluid, if any, for other similar purposes.
Although definite measures and proportions are herein-before shewn, I wish it
to be understood that I do not confine myself to them, nor to the precise
details herein given, so long as the principle of my Invention is retained.
Having thus described the nature of my said Invention, and in what manner
the same is to be performed, I wish it to be understood that under the first;
second, third, fourth, and fifth parts of this Invention, I claim, the method
of lowering the ordinary omnibus or other carriage body A, adding the

page_text: portion A 1 to it, or partially severing it therefrom, by and to form the
said wheel house recesses 1, Z 1.
Secondly, I claim giving a circular or paracentrical shape to the present
single cab body A by lowering the springs, fixing them in an inverted
inclination underneath the nave, and widening the fore part of the body
over them, and also employing shafts at either end.
Thirdly, I claim the improvements in waggons by lowering the centre of
gravity of the present body, and forming the openings and rolling ways P
in the sides, and also the arrangements described as applicable to carts.
Fourthly, I claim the peculiar construction of the double or treble bodied
omnibuses, brougham, or other similar carriages, cabs, hearses, waggons,
carts, and railway carriages as herein described, and also employing the
principle of them in a modified form and scale to children's and other
similar miniature carriages, by lowering the centre of gravity of the floor.
lengthening the sides and ends, and employing an additional roof or raising
the present one, also subdividing or recessing the interior into a double or
triple tier or series of horizontal, lineal, transverse, diagonal, or circular
compartments; or by raising the present body vertically, and constructing
another body underneath it, with the automatic and other stairs, steps,
galleries, and other methods of access to and from them..
Fifthly, I claim the method of constructing, curving, and recessing the
main side beams, and sustaining framing to form part of the sides; trussing
and forming the floor, sides, roof, ends, internal and other parts of vehicles
of double, treble, quadruple, or quintuple and diagonal rivetted, or marine
glued planking or plates, to obtain cohesive, tensive, and torsive strength;
also the employment of friction or concussion rollers to the sides and
angles of, or under the body, and fixing the axle, crauks, and springs within
the thickness of and forming part of the sides.
Sixthly, I claim constructing railway carriages so as to contain first, second,
and third-class passengers and goods departments, and engine fuel and
attendant's space, each containing or capable of being supplied with its own
dwarf engine or auxiliary propelling power, with all requisite apparatus and
appliances, thus forming its own train; the method of ventilating carriages
by ingress.and egress currents, the specific arrangements for effecting such
naturally, or accelerated artificially, and of illuminating, controlling, and
working thein; and also the method of painting or staining the door inside
and outside, or the body outside of each department of a carriage, a different
and specific stain or colour to enable passengers instantly to ascertain the
class of each and every compartment therein.

page_text: Under the sixth part I claim, first, the method of curving the fore axle in
either direction, slightly, or to any extent, so as to allow the crosstree or body
to.descend below without coming in contact with the axle.
Secondly, curving the front axle around the end of the vehicle, thus forming
a substitute for the ordinary draw bar by having the shafts or pole attached
direct to it, and employing a weigh or jib spring to intercept and relieve the
fore carriage from the weight and strain of the pole.
Thirdly, employing a semi or twin crosstree, having the axle between the
parts of it.
"
Fourthly, connecting the axle as well as the crosstree to the body by a
sinuous spring.
Fifthly, curving the upper or dumb spring bar inwardly around the nave
and cranks.
Sixthly, attaching the concentric ring m by hinge joints, to the body at its
front and back end, employing springs or spring, media between it and the
body, curving its sides to form inclined planes, and the application of the
wedge bar 8 and 9.
Seventhly, employing the centre part of the present crosstree with spring
ends; piling the crosstree draw bar of strips of timber, metal plates, or rods
separately, or combined with sinuous or tortuous spring ends, secured direct
to or having other springs between them and the axle cranks; and also the
method of forming tortuous and endless springs out of steel plates previously
forged or rolled to the required thickness.
'
And, eighthly, the method of severing the axle in two parts, curving each
inversely to its length to form lengthened cranks with beams thereon, and
pilot wheels in, or steering apparatus to them, the radius rods, ring, and
_crosstree, to connect them to the body or the springs between them, and
employing them. to each or either end of a vehicle, locomotive or traction
engine, or agricultural or other implement frame, the wheels and shafts
being so connected as to guide or actuate each other to work either.way,
around curves or acute angles, and also of employing them as auxiliaries to
"lorries" and other two-wheeled vehicles.
.
Under the seventh part I claim the method of securing the centre or curved
portion of the axle in a diagonal or horizontal direction to or within the budy
or floor, and forming them in two or three parts to alter or regulate the
guage, also fixing the ordinary axle nearer to or within the body, and also
the application of the vibrating incliued pressure plates and concussion
blocks or tubes, and the inverted U-shaped metal plate.
Under the eighth part I claim the peculiar formation of a metallic axle box

page_text: nave, forming its interior of one or more diameters, the annular cavity and
arrangements for lubrication, the annular friction surfaces or recesses Z and
collars, and the method of doubly securing the wheel upon and to the axle
at both ends, or of securing it at either end.
Under the ninth part I claim the employment of supplemental dwarf
axles 7, pinions 9 underneath the nave, fixed into, around, or solid with and
concentring upon or radiating from the main axle cranks, or a prolongation
therefrom, or employing the collars to form a fulcrum or base for the
springs.
Under the tenth part I claim the method of employing or of dividing the
ordinary single spring into two or more separate parts, and so connecting it so
that the supplementary spring or springs T are self-acting, by their centres
being successfully drawn or forced in contact with or allowed to retire from
the spring I, so that the actual and vertical deflection of the spring T will be
equivalent to from twice to six or more times the actual and vertical deflection
of the spring I or carriage body; employing connecting gearing to and with
each or all the springs of a carriage to actuate and work them abstractedly or
cumulatively and in combination, and so arranged as to be actuated and
applied by the person in charge of such veliicle, or so as to be absolutely or
partially self-acting or regulating by the descent of the carriage body, the
weight of the persons upon the seats therein or passing over the bottom or
other parts, or the friction or pressure against such bearing, whereby the body
of the vehicle or bearing may be suspended nearer to and held at a nearly
permanent distance from the road, rail, or surface; also the method of
employing and suspending the single spring T upon the ends of and in con-
junction with the double or twin levers, and also employing double purchase
,V,U, or other shaped springs, their ends simultaneously contracting to or
expanding from each other.
Under the eleventh part 1 claim elongating and concaving one of the
buffer heads at each end and inverse sides, the transverse shaft, arms, drawbar
plates.springbar, and the equiradial bar and wedges for alternately lengthening
one and shortening the other buffer rod at each end; employing the wedge or
crosstree draw bar outside attached to the buffers or buffer rods to form, and
so that one set of rods and springs acts for both the buffer rods and draw link,
together with the improved spring, block, wedge, and cylinder buffer, and
draw springs, as or similar to that shewn in Figure 27.
Under the twelfth part I claim, first, employing a tubular semi-axle upon
each end of a solid, central, and inner one, and the radius rods to connect,
expand, and contract them; secondly, arranging and connecting the wheels so

page_text: as to be vibrating in the direction of the vehicle's length during transit ;
thirdly, employing concentric rack or toothed wheels, and the method of
obtaining power from or applying power to them; fourthly, employing
"transcursive wheels to vibrate transversely to the vehicle's length, and the
arrangements for connecting them to the beams, springs, and body, and
actuating or controlling them; fifthly, employing concentring or radiating
wheels and axles, and the equiradial wedge bar or other motion for actuating
them; sixthly, constructing wheels with vibrating, concentring, or radiating
flanges, to enable them to travel on rail and ordinary ways intermittently or
indiscriminately.
Under the thirteenth and last part of my Invention I claim supplying to or
constructing carriages and other vehicles with an hydraulic, atmospheric, or
ratchet wheel apparatus for obtaining motive force or pressure from its velocity
or momentum, in lieu of employing breaks; also forming vehicles with some
of their parts hung upon hinges, or pressure plates fixed in situations so that
the vehicles or persons passing to or from them shall pass over such apparatus,
and employing vulcanite and other tubes, cushions, or pillows under or
between them to obtain auxiliary motive force, transmitting and applying
such motive force to supply and propel carriages along, to move weights to
or from carriages, waggons, and other vehicles; for regulating the fulcrum
of the springs, and other similar purposes.
In witness whereof, I, the said Charles Hadley, have hereunto set my
hand and seal, this Fifteenth day of March, in the year of our Lord
One thousand eight hundred and fifty-nine.
CHARLES HADLEY. (L.B.)