CERTAIN MACHINERY, AND THE APPLICATION THEREOF TO STEAM ENGINES, FOR THE PURPOSE OF PROPELLING DRAWING CARRIAGES ON TURNPIKE ROADS AND OTHER ROADS AND RAILWAYS
Year: 1830

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, we, JOHN
HEATON, WILLIAM HEATON, GEORGE HEATON, and REUBEN HEATON, of
Birmingham, in the County of Warwick, Manufacturers and Co-partners,
send greeting.
WHEREAS we did, by our Petition, represent to His most. Excellent
Majesty King William the Fourth that we had invented "CERTAIN MACHINERY,
AND THE APPLICATION THEREOF TO STEAM ENGINES, FOR THE PURPOSE OF PROPELLING
DRAWING CARRIAGES ON TURNPIKE ROADS AND OTHER ROADS AND RAILWAYS;"
and His said Majesty, being willing to encourage all useful Inventions, was
graciously pleased to issue His Letters Patent under the Great Seal of Great
Britain, bearing date at Westminster, the Sixth day of October, One thousand
eight hundred and thirty, in the first year of His reign, whereby His said
Majesty did, for Himself, His heirs and successors, give and grant unto us,
the said John Heaton, William Heaton, George Heaton, and Reuben
Heaton, His especial licence, full power, sole privilege and authority, that
we, the said John Heaton, William Heaton, George Heaton, and Reuben
Heaton, our executors, administrators, and assigns, and every of us, by our-
selves, or by our deputy or deputies, servants or agents, or such others as we,
the said John Heaton, William Heaton, George Heaton, and Reuben
Heaton, our executors, administrators, and assigns, should at any time agree
with (and no others), from time to time and at all times during the term of
years therein expressed, should and lawfully might make, use, exercise, and
vend our said Invention within that part of the United Kingdom of Great

page_text: Britain and Ireland called England, the Dominion of Wales, and the Town
of Berwick-upon-Tweed; in which said Letters Patent there is contained a
proviso obliging us, the said John Heaton, William Heaton, George Heaton,
and Reuben Heaton, or one of us, by an instrument in writing under our
hands and seals, or under the hand and seal of one of us, particularly to
describe and ascertain the nature of our said Invention, and in what manner
the same is to be performed, and to cause the same to be enrolled in His
Majesty's High Court of Chancery within four calendar months next and
immediately after the date of the said recited Letters Patent, as in and by
the same (reference being thereunto had) will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
William Heaton, for myself and for the said John Heaton, George Heaton,
and Reuben Heaton, do hereby declare that our said Invention is represented
in the two Sheets of Drawings hereunto annexed, and is described in manner
following, that is to say :-
In Sheet 1, Figure A is a perspective view of the front part, and Figure B
is a bird's-eye view of the upper part, of a carriage which is mounted on four
wheels, and which contains our machinery, together with two steam engines,
to which our said machinery is applied, according to our Invention, for the
purpose of propelling the said carriage on turnpike roads and other roads and
railways, and enabling the said carriage to draw other carriages after it with-
out the aid of horses; also, in Sheet II., Figure C is a perspective side view
of the same carriage; and Figures D, E, F, G, H, and I, in Sheet II., repre-
sent detached parts of our machinery. And whereas certain parts which are
represented in the said Drawings, and referred to in the following description,
are not of our Invention, those parts are distinguished by letters of the
alphabet for reference in the following description, and the parts which are of
our Invention are marked by numeral figures for reference; and at the end
of this Specification we shall point out those parts which we do claim as our
Invention. The same letters and figures are used in all the Views to denote
the same parts. D, D, are the two large wheels which run on the road or
railway, and which propel the carriage or advance it forwards when they are
turned round by the power of the steam engines, that power being applied by in-
tervention of our machinery; E, E, are the fore or small wheels of the carriage.
The axletree P of those wheels is moveable about an upright bolt, which passes
through it at the middle of its length, in the usual manner of four-wheel
carriages, in order that the axletree P of the fore wheels E, E, may be turned
round about the said upright bolt, so as to place that axletree out of parallel
with the axletree of the hinder wheels D, D, whenever the carriage is required

page_text: to alter the direction of its course, and turn towards one side or the other of
the road, instead of proceeding straight forwards. The person who is to guide
or steer the carriage is seated on the seat F in front of the carriage, and he
applies his hands to two winch handles a, a, which are fixed on the opposite
ends of a horizontal axis, on which a bevel pinion is fixed to actuate a larger
bevel wheel 6 at the upper end of an upright spindle, which has a smaller
roller c fixed on the lower end of it to receive two chains d, d, which wrap
around the roller c in contrary directions, and the ends of the chains are
made fast to the axletree P of the fore wheels, near to each end thereof. The
upright spindle of the roller c, and the bevel wheel b, together with the axis of
the handles a, a, are all mounted in an upright frame 1, which is affixed to
the front end X of the frame K of the carriage, and the lower end of the frame
7 is steadied by oblique braces m, m, from the front bed R, which rests upon
the fore axletree P. Note, the braces m, m, are so jointed to the frame
and the bed R as to permit the vibration which the frame K of the carriage
makes upon its springs N when going over a rough road, By turning the
winch handles a, a, round one way, the fore axletree P is turned so as to
direct the course of the carriage towards the left-hand side of its previous
course; or, by turning the same handles a, a, round in the contrary direction,
the carriage is directed towards the right-hand side. G is the boiler for
supplying the cylinders of the steam engines with steam. The furnace or
fire-place is situated within a fire-box H, added to the hinder end of the
boiler; and the flame and smoke from the fire passes through a number of
internal tubes, which extend horizontally through the water contained in the
boiler, those tubes being disposed in any of the modes now in use for the
boilers of locomotive engines on railways. P is the vertical chimney rising
from the fore end of the boiler. The fire-door of the furnace is at the hinder
end of the fire-box H, where there is a platform borne by the frame K, W, of
the carriage, for the accommodation of the person who is to attend the fire, and
a proper receptacle for fuel is placed on that platform. The steam pipe rises
from the top of the boiler, and then divides into two branches e, e, which
advance forwards and turn downwards to join to the nossels or valve boxes
h, h, of the two steam cylinders I, I, which stand up at the front end of the
boiler in an upright position, being, mounted on a bottom plate, which is
suspended by four bolts n, n, from the frame K of the carriage; and the
cylinders are steadied laterally by brackets fixed to the sides of the frame K,
and to the flanges at the tops of the cylinders, as shewn at y, y, Figure B.
The piston rods are retained in a perpendicular position by guide wheels p, p,
which are mounted on centre pins between the branches of forked pieces fixed

page_text: at the upper ends of each piston rod; and the circumferences of those wheels
upon the
run up and down between vertical guide bars f,f, which are erected
covers of the cylinders, and are secured at top to a horizontal frame, which is
fixed to the top part of the front end of the boiler. Each piston rod is jointed
to a connecting rod Q by a forked joint at the lower end of the connecting
rod, embracing the forked piece which receives the guide wheel p, and the
same joint pin which unites them serves for the centre of the guide wheel p.
The upper ends of the two connecting rods Q, Q, are jointed to two cranks
formed on the horizontal axis M at right angles to each other, in order that
the alternate action of the two pistons may give a continuous circular motion
to that axis. The axis M is supported in bearings at each end, carried by the
standards L of the frame, and the middle part of the length of the axis
between the cranks is sustained from bending downwards by an upright prop,
which stands up from the bottom plate on which the two cylinders I, I, are
placed. On the axis M are two excentric circles g, g, to move the sliding
valves contained in the steam boxes h of the two cylinders I, I, which sliding
valves are on the usual construction, and they admit the steam (that is brought
by the steam pipe e, e, from the boiler into the steam boxes h, h) to enter into
the top and bottom of each cylinder alternately; and the said sliding valves
also allow the waste steam to escape at proper intervals, alternately from the top
and bottom of each cylinder, through suitable eduction passages, which convey
that steam into a waste steam box i situated in front of the two cylinders,
from whence the waste steam passes by a pipe to discharge itself into the
lower end of the upright chimney P; and by the rapidity wherewith the waste
steam blows out upwards in the centre of the chimney P the draft or current
of air is accelerated, and the fire made to burn freely within the furnace.
The rods x, x, which descend from the two excentric circles 9, 9, on the axis
M, are jointed at their lower ends to short levers, one of which is fixed fast on
a horizontal axis w, which extends across the covers of the two cylinders, and
the other lever is fixed fast on a tube v, which is fitted loose on the axis iv,
and the upright rods of the sliding valves (which come up through stuffing
boxes in the tops of the steam boxes h wherein the valves are contained) are
jointed to two other short levers k, one of which is fixed fast to the said
horizontal axis w, and the other is fixed. fast to the aforesaid tube v, which
plays loose upon the axis w. Note, working handles may be affixed to the
last-mentioned levers k, in order to enable the attendant to move the valves
by hand, as is usually done in other steam engines, also the two excentric
circles 9, 9, may be fitted loose upon the axis M, with stops thereon, which will
allow each one to turn exactly half round about the axis, but no more,

page_text: whereby the pistons may be adapted to turn the axis M round in either
direction according as they are started into motion by moving the handles k, k,
of those sliding, valves. The frame of the carriage consists of two long
horizontal side rails K, K, of wood, which are united by two cross rails at
the front end X, and by another cross rail behind the end of the boiler over
the fire-box H, and also another cross rail W at the hinder end, which is
placed lower down than the two side rails K, K, as is shewn in Figures B and
C. Two upright standards L, L, are erected upon the side rails K, K, of the
frame, and steadied by two sloping braces to each standard. The whole of
this framing is mounted on four springs like coach springs, viz., two springs
N, N, at the ends of the front bed R, which lies over the axletree P of the
fore wheels E, E, and two other springs O, O, which are fixed fast on the ends
of the axletree S of the large hind wheels D, D. That axletree is bended
down with a semicircular curve in the middle to pass across beneath the
boiler G without touching the same. The boiler is suspended between the
two side rails K, K, by suitable brackets, and the cylinders I, I, with their
appurtenances, are also affixed to the same rails in the manner herein-before
described, whereby all the heavy parts of the steam engines are borne upon
the four springs N, N, O, O, as also the weight of the water cistern P1, which
is suspended by bolts s from the frame K, K, so as to hang beneath the
bottom plate on which the cylinders stand, and that cistern extends beneath
the front end of the boiler nearly as far as the axletree of the great wheels.
The waste steam box i has a small hole in the bottom of it to allow any water
which may collect therein to run down into the large water cistern P 1. . The
boiler is supplied with water by a small feeding pump in the usual manner.
It is worked by a short crank r, at the extreme end of the axis M; from which
crank a rod descends to a lever o at the outside of the frame, and on the
axis of which is another lever within the frame. To the end of the latter the
rod of the pump is jointed, but the pump is not represented. The motion of
the engine is governed by a throttle cock in the steam pipe where it arises
from the boiler; but before that pipe divides into the two branches e, e, so that
the cock when shut will cut off the supply of steam' to both the cylinders I; I,
or the cock being opened partially it will allow any required supply of steam
to pass.
The person who conducts the carriage regulates the opening of the
throttle cock by motion given by his right foot, which he always places'in a'cog.
Y, laying on the platform' at the front end of the carriage; and a link which
proceeds from the heel of the clog. is jointed to the lower end; of a pendulous.
lever z, which hangs on a centre at its upper end; and, near to the middle of
the lever za rod t is jointed, in order to reach backwards to the handle

page_text: of the throttle cock. Therefore, by advancing the foot and the clog Y
forwards the cock can be opened to give steam to the engines, or by pushing
the same backwards the cock can be closed to stop the steam, and retard or
stop the engines, which regulation being done by one foot leaves the person
with both his hands at liberty to turn the handles a, a, as may be required, in
order to steer and direct the course of the carriage. The continuous circular
motion that is given by the steam engines to the axis M (in the manner above
stated) is transmitted to the two great wheels D, D, by means of the following
machinery: A spur wheel T is fixed fast on the axis M, and its teeth may be
made to take into those of another spur wheel V, which is mounted upon a
second horizontal axis E. There is another spur wheel A (of larger diameter
than the wheel T), also fixed on the axis M, and when the two wheels T and
V are not in gear the wheel A can be made to take into the teeth of a small
wheel B, which is fixed by the side of the spur wheel V, and carried by the
axis Æ. Both the wheels V and B are fixed fast upon a short square tube
or sliding box, which is fitted upon the square of the axis E so that the said
box, together with its two wheels V and B, can be slided along the axis Æ in
the direction of its length, but the said wheels must turn round with that
axis. The two wheels V and B are fixed close together side by side on their
sliding box; but the other two wheels T and A are fixed so apart on the axis M
that the sliding box, with its two wheels V and B, may be moved along the
axis Æ until those wheels come opposite to the space between the other two
wheels T and A, in which case the engines will be entirely detached from
the rest of the machinery; but by moving the sliding box along the axis Æ
towards the wheel A, the teeth of the small wheel B may be brought into
gear with the teeth of the larger wheel A, in which case, as the wheel A is
larger than the wheel B, the engines will give their most rapid motion to the
carriage suitable for propelling it along a good road, and for drawing light
carriages after it; or, on the contrary, by sliding the box along the axis A
towards the wheel T, the wheel B will be removed sideways out of gear with
the wheel A, and the wheel V may be brought into gear with the wheel T, in
which case, as the wheel T is smaller than the wheel V, the engines will give
a slower speed to the carriage suitable for impelling it along bad parts of the
road, and up ascents, and for drawing heavy carriages after it. The motion
of the sliding box and its wheels V and B along the axis Æ is given thereto
by a handle a, which is conveniently situated for the person who guides and
directs the carriage to apply his left hand to it, at the same time that he
retains hold of one of the handles a with his right hand, in order to continue
the guidance of the carriage. The handle a is fixed on the extreme end of

page_text: a horizontal axis, which has a short crank formed at the other end of it (see
Figure D), and that crank is connected by a short link q with the upper end
of a lever j, which is mounted at its lower end on a centre pin fixed to the
side rail K of the frame of the carriage, and the lever j has a large circular
opening through it near to its upper end, to form a collar which embraces a
grooved neck at one end of the sliding box on which the wheels V and B are
fixed, so that the lever j will command the endways sliding motion of that box
along the axis E, without effecting the revolving motion of the collar. When
the person who conducts the machine places the handle æ upwards, as in
Figure C, the crank at the other end of the axis of that handle by its link q
will place the lever j upright, and then the wheels V and B will stand opposite
to the space left vacant between the two wheels T and A on the axis M. The
parts are retained in that position (both pairs of wheels being then out of gear).
by a spring catch which acts in a notch at the edge of a heart-shaped plate
fixed on the axis close to the handle æ; or when the handle æ is turned one
quarter round in the direction towards the wheel T, as shewn in Figure D, the
crank throws the larger wheel V into gear with the smaller wheel T; or if
the handle be turned over to the other side the crank will throw the small
wheel B into gear with the large wheel A. When either pair of wheels are
in gear, the crank (being then in a line with its link q) will not allow the
wheels to get out of gear. Note, to facilitate the sliding of either pair of
the wheels (T and V or A and B) into gear with each other respectively,
their teeth should be sloped away a little at one edge of the breadth of each
wheel on those sides which meet each other when they are brought into
gear by turning the handle e as aforesaid. The motion of the axis
transmitted to a third horizontal axis 24 (which is situated over the axle of
the great wheels D, D) by means of two cranks 8 and 9 formed on one end
of the axis A, at right angles to each other, and by two connecting rods,
10 and 11, which extend horizontally from those cranks to two other corre-
sponding cranks, 22 and 23, formed on one end of the axis 24. Those two
connecting rods 10 and 11 cause the axis 24 to turn round at the same
speed as the axis E is turned round; and the motion being transmitted from
the cranks on the axis Æ to those on the other axis 24 by means of the hori-
zontal rods 10 and 11, any shaking or up-and-down motion to which the third
axis 24 is liable, (when the carriage, is passing over a rough road) cannot
affect or impede that transmission in the least. The third axis 24 is supported
at each end in bearings at the upper ends of upright bars 36, which are
jointed at their lower ends to the ends of the axletree S of the great wheels
D, D, close to the outsides of those parts thereof whereon the springs O, O, are
is

page_text: fixed; and the said uprights 36 are stayed by braces 35, 35, from a semi-
circular arch 34, which is fixed at each end to the two ends of the axletree S
within the said parts thereof where the springs O, O, are fixed.. The said
arch 34 reaches over, the top of the boiler without touching the same, but
forming a continuation of the circular curve into which the middle part of the
axis S is bended down, as before mentioned, in order to pass clear beneath
the boiler without touching the same, so that the boiler hangs quite clear
within the circle formed by the arch 34, and by the curved part of the axle-
tree S. The upright bearers 36, 36, are also stayed by two rods 15; 15, which
extend from the bearings at the ends of the axis Æ, in order to preserve the
two axes Æ and 24 at an invariable' distance suitable to the length of the
connecting rods-10 and 11, which transmit the motion from one of these axes
to the other. By this arrangement the axis is mounted-upon the springs
O, O, and N, N, which sustain the framing K, K, and L, L, along with: the
rest of the engines; but the axis 24 is sustained from the axletree S of the
hind wheels D, D, and does not ride on the springs; but nevertheless the rota-
tive motion is always transmitted with certainty from the axis Æ to the axis
24 by the 'connecting rods 10 and 11; as before stated, notwithstanding any
shaking motion that the axis 24 may be subjected to. On each end of the
axis 24 a small spur wheel C is fitted, and the teeth of the two wheels C, C,
gear with those of the two larger spur wheels J, J, which are fixed to the spokes
of the two great wheels D, D, and those latter wheels are by that means
turned round whenever the wheels C, C, are locked fast to their axis 24; but
they are not always so locked. The two wheels C, C, are fitted on round
parts at the ends of the axis 24, as is shewn in Figure E, and are retained
on those round parts by collars fixed fast on the extreme ends of the axis 24,
which collars prevent the wheels C, C, coming off; but each of the wheels
C, C, can run freely round on their axis 24, except when they or either of
them are locked thereto by catches 32, which play on pins fixed into plates 33,
which plates are fixed fast on the axis 24, close to the insides of each of the
wheels C; C. The ends of the catches 32 are adapted to catch into sloping
teeth (similar to those of ratchet wheels) which are formed, as shewn in
Figure F, within the thickness of each of the wheels C, C, at 37 and 38,
around the two circumferences of a circular channel which is excavated in the
inner face of each of the wheels C, C. The teeth 38 form a small ratchet
wheel concentric with the wheel C, and the sloping teeth 38 are adapted to
be caught and detained by a hook at the end of the catch 32, when that
catch is pressed (by a suitable spring) towards the centre of the wheel C.
The teeth 38 are sloped so that they will slip past the said hook 32, when

page_text: the great wheel D on that side of the carriage to which the said catch belongs
requires, to turn backwards faster than the axis 24 would allow it to turn
backwards; but the said hook 32 will hold fast in the teeth 38, to enable the
axis 24 to turn the great wheel D backwards; or the extreme end of each-of
the catches 32-may be made to take into the internal sloping teeth-37 of its
corresponding wheel C, whenever the said catch 32 is pressed outwards from
the centre of its wheel C (by a suitable spring); and the teeth 37 are sloped:
contrary ways to the teeth 38, in order that the end of the catch-32 inay slip
freely over the sloping sides of the teeth 37 whenever the large wheel D on
that side of the carriage to which the said catch belongs is required to move
forwards through a greater space than the axis 24 would otherwise permit it
to move forwards; but nevertheless the end of the catch 32 holds fast in the
teeth 37 whenever the two wheels C, C, are required to turn both the great
wheels D, D, round in the direction which will propel the carriage forwards
along the road. The intention of this provision of sloping teeth is to facili-
tate the turning about of the carriage on the road (by means of the steerage.
handles a, a) and where it is required to advance in a curved course, instead
of advancing straight forwards. . The two great wheels D, D, at both sides of
the carriage, are impelled by the power of the machinery, which is thereby
best adapted for advancing the carriage with regularity along a direct straight-
forwards course; but whenever that straight course is changed in direction,
and a curved course commenced, that one of the large wheels D which is on
the opposite to that side to which the carriage is made to turn or incline
requires to move over a greater space of ground than the opposite great
wheel D moves over in the same time, and if such greater motion is not per-
mitted to that wheel which is on the exterior side of the curved course along
which the carriage is required to advance, one of the great wheels must slip
on the surface of the road; but in our machinery, by means of the catches 32;
and the sloping teeth 37, that great wheel which is on the exterior side of
the curved course is allowed to move forward as much more than the other
as the
great wheel (which is on the interior side of the said curved course).
curvature of the course requires; and in like manner, when the engines are
made to turn backwards, in order to impel the carriage backwards (as herein-
before mentioned) the catches 32 are brought to act, with their hooked ends,
in the internal set of sloping teeth 38. (which are sloped the contrary way to
37), and are thereby adapted to produce the same effect when the carriage is
propelled backwards along a curved course as the other teeth -37 produco
when the carriage is propelled forwards along a curved course. The 'means
whereby each of the catches 32 is brought to act either in the sloping teeth

page_text: 38, or in the other sloping teeth 37, at the pleasure of the conductor, are.as
follows:-The axes 24 is made hollow at each end like a tube (see Figure E),
in order to receive a sliding plug 29, 30, within it; that plug has two round
disks upon it at 29 and 30, which fit into the hollow within the end part of
the axis 24 and the stem 30, or part of the plug which reaches from one of
the round disks to the other stands oblique to the direction of the axis 24,
that is to say, the oblique stem joins to the flat surface of the circular disk 29,
near to the side thereof, and to the flat surface of the other disk 30, near to
the opposite side thereof. 31 is a cross bolt which passes quite across the
hollow axis through a suitable mortice hole. One end of the cross bolts 31
projects out from the axis; and is reduced to a small stem, which passes
loosely through a hole in the catch 32, near to the centre pin on which that
catch plays. A steel spring is applied on the small stem of the cross bolt 31
at the inside of the catch 32, and another spring is applied on the outside
thereof. The stem passes through holes in both springs, and they are retained
in connection with the cross bolt 31, by a pin put through across the end of
the stem. The middle part of the cross bolt 31 is cut open like the prongs
of a fork, to pass over each side of the oblique part of the stem 30; and a
piece which is fitted in between the open ends of the prongs of that fork is
fastened thereto by cross pins, so as to leave only a mortice opening through
the middle of the cross bolt 31, and the oblique stem 30 passes through that
mortice when the sliding plug 29 and 30 is moved endways within the hollow
in the end of the axis 24; its oblique stem 30 acts within the mortice across
the cross bolt 31, and shoots that bolt either in or out across the axis, accord-
ing to the direction in which the sliding plug is moved, whereby the project-
ing stem of the bolt 31 moves the extremity of the catch 32, either inwards in
order that its hook may catch in the sloping teeth 38, or else the extremity of
the catch 32 is thrown outwards, in order that its end may catch the sloping
teeth 37. To enable the sliding plug 29, 30, to be moved within the hollow
of the axis by a motion from without, a sliding collar 25 is fitted on the out-
side of the hollow axis; and, that collar being screwed together in two halves,
those halves receive the two ends of a cross pin which passes through a slit
cut across the hollow axis, and the middle part of that cross pin passes through
the end of the sliding plug 29. The circular groove around the sliding
collar 25 is embraced by a fork at the upper end of an upright lever 39, which
is supported by a joint fixed to the inside of the upright bar 36, and the lever
89 is connected by a short link with a short crank formed on the end of a
horizontal axis 21, which axis extends to the front of the carriage, and has a
spindle 20 fixed on the front end of it in a convenient position for the person

page_text: who guides the carriage to apply one of his hands to it, in order to turn the
handle 20 and its axis 21, and its crank, when required. All the above-
described parts represented in Figure E are double, one set being applied at
each side of the carriage; and there is a handle 20 in front at each side of the
carriage. Each handle 20 has a heart-shaped plate fixed upon the axis 21
close to it, and spring catches are applied to act in notches in the edges of
those plates, in order to hold the cranks firm when they are turned either way,
in order to throw the catches 32 outwards from the centre of the axis 24, and
cause them to act in the sloping teeth 37 of the wheels C, C, or else to draw
the same catches inwards, that the hooks at their ends may catch the reverse
teeth 38; but in either case, whether the catches are thrown outwards or
drawn inwards, they are merely urged in those directions by their springs,
which are applied, as aforesaid, upon the stems of the cross bolts 31 (and
which springs form the connection between the sliding bolts 31 and the
catches 32); consequently, by the yielding of those springs the catches 32
will readily give way, to allow the sloping sides of the teeth 37 or 38 to pass
by them, but the catches will hold fast in the said teeth if they present their
upright sides foremost to the catches. When the engines are applied to
advance the carriage forward, the handles 20, 20, at each side, must be
turned so that the cranks at the ends of their axis 21, 21, will push the two
sliding collars 25 (on the ends of the axis 24) outwards towards the two
wheels C, C, whereby the sliding plugs 29, 30, within the hollow ends of the
axis 24, will be moved towards the ends thereof, and the oblique parts of the
stem 30 of the sliding plugs will act in the mortices through the cross bolts:
31, to throw both those bolts outwards from the centre of the axis, and then
they will by their springs throw both the
teeth 37, withinside of the wheels C, C.
stems 30 of the sliding plugs have thus
catches 32, which steps are formed on those stems (without any obliquity) are
brought into the mortices through the cross bolts 31, and then the said bolts
are firmly retained, because those bolts rest on the said steps, which are not
oblique, but parallel to the axis, and consequently the bolts have no tendency
to move the sliding plugs endways in the axis, even if the handles 20 were left
at liberty. The parts being in this state, the carriage is prepared for
advancing forwards. The power of the engines will be transmitted by our
machinery to both the great wheels D, D, so long as the carriage runs in a
straightforward course; but our catches 32, and sloping teeth 37, greatly
facilitate the steering or turning about of the carriage on the road from a
direct course, for when, by turning the handles a, a, the axletree of the fore
catches 32 outwards to the sloping
Note, when the oblique parts of the
thrown out the cross bolts 31- and

page_text: wheels E, E, is turned out of parallel with the axletree of the hind wheels
D, D, in order to put the carriage on a curved course instead of straight
forwards, then the large wheel D on the opposite side to that to which the
carriage is inclining or turning will run over more ground than the other
wheel D, and the end of the catch 32, belonging to that wheel (which is so
required to run over more ground), will allow the sloping sides to the teeth to
pass by it without obstruction until the carriage resumes its straight course,
and then, as that wheel will require to move with exactly the same speed as
the other wheel, the end of its catch will come to bear against the upright
sides of the teeth 37, and will then transmit the power of the engines to turn
that great wheel D in the same manner as the opposite wheel D was turned
thereby whilst the carriage was running along its curved course. When it is
required to make the engines turn the contrary way, in order to propel the
carriage backwards, or when it is required to stop the motion of the carriage
suddenly, or to retard its motion, for descending steep parts of the road, both
the handles 20, 20, must be turned half round, and the action of the parts 25,
29, 30, 31, and 32, being then the reverse of that which is above described,
that reverse action will draw in the ends of the catches 32 towards the axis,
and bring their hooks to act with the sloping teeth 38, which teeth, being
sloped in the contrary direction to 37, will prevent the carriage running
forwards without turning round the axis 24, the motion of which axis is com-
manded by the engines; but nevertheless the sloping sides of the teeth 38
will permit the catches 32 to pass by them whenever either of the great.
wheels D requires to run over more ground than the other great wheel D in
propelling the carriage backwards along a curved course. Note, when the
parts are in this situation, another parallel step on the stem 30 of the sliding
plug 29, 30 (without obliquity), is brought into the mortice through the cross
bolt 31, in order to avoid any risk of that bolt getting free. To assist in
stopping the motion of the carriage, or retarding its descent downhill, a
circular wheel E is fixed upon the second axis ; and the edge of the
wheel E is encompassed by a brake, which can be drawn forcibly by a lever to
gripe the circumference of the wheel, in order to retard or stop the motion
thereof in a similar to the brake used for windmills. The said brake is
brought into action by a treadle U, on which the person who guides the
carriage can at any time press his left foot; but when that pressure is relieved,
the brake opens by the reaction of a spring, and leaves the brake wheel E
quite free to turn round. Note, when the handles 20, 20, are set so as to
place the collars 25 and sliding plugs 29, 30, in their midway position within
the axis 24, the cross bolts 31 will also stand in their midway position, and

page_text: the catches 32-will be kept clear of both sets of sloping teeth 37 and 38, so
as to leave the wheels C, C, quite free to turn round either way on the ends
of the axis-24. When our machinery is to be applied to steam engines for
the purpose of propelling and drawing carriages on railways, the boiler of the
engine-should-be placed higher up than is represented in the Drawings, in
order that the axis of the two great wheels D, D, may be straight, and those
wheels must be fixed fast on each end of the axis, in order to compel both
wheels to turn round together, as is usual in railway carriages. The fore
wheels must also be fixed on an axis which extends, across both wheels, being
fixed fast thereto; and the steering apparatus for the fore wheels is unneces
sary. The spur wheels C, C, should be larger, and the corresponding spur
wheels J, J, should be smaller, for railways than for common roads, on account
of the greater speed with which carriages may be propelled on railways than
on common roads. Note, when the wheels V and B are so
placed in the
axis E as to fall opposite to the space between the wheels T and A on the
first axis M, then the engines will be entirely detached from the propelling
machinery, and their power may be applied (by a connection from the end of
the axis M) to drive any kind of small machinery for manufacturing or other
purposes.
Having now described a carriage containing our said machinery, I do
hereby declare that we claim as our Invention only such parts of the machinery
herein-before described as are marked with numeral figures in the Drawings
for reference in the foregoing description, namely:-The third axis 24, to
which motion is transmitted by double cranks 22 and 23, with horizontal
crank rods 10 and 11, from corresponding double cranks 8 and 9 on the
second axis, the object of that arrangement being (as herein-before stated) to
allow the engines and heaviest parts of the machinery to be mounted on
springs, so as to avoid shaking; and yet, by our aforesaid parts, the power of
the steam engines is transmitted without interruption to the other parts which
are not mounted on springs, and which must consequently shake in going over
rough roads; also the parts marked 36, 35, 34, and the braces 15 for
supporting our said third axis 24 from the ends of the axletree of the great
wheels.
We also claim the parts at each end of our third axis 24, namely: 25, 29,
30, 31, 32, 33, 37, 38, 39, 21, 20, which are for the purpose of allowing either
of the great wheels to run over a greater space of ground than the other
great wheel runs over, in order to facilitate the turning about of the carriage
or going along a curved course, and that whether the engines and machinery
are propelling backwards or forwards.

page_text: And, lastly, although we do not claim any of the parts marked with letters.
of the alphabet as being of our Invention, if the same are detached from the
other parts herein-before described, nevertheless the total combination and
arrangement of parts represented in Figures A, B, and C, and herein-before
described, taken as a whole, constitutes our mode of applying our said machinery
to steam engines for the purpose of propelling and drawing carriages.
In witness whereof, I, the said William Heaton, have hereunto set-
my hand and seal, this Fifth day of February, in the year of our Lord
One thousand eight hundred and thirty-one.
AND BE IT REMEMBERED, that on the same Fifth day of February,
in the year last above mentioned, the aforesaid William Heaton came before
our Lord the King in His Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained, in form above written.
And also the Specification aforesaid was stamped according to the tenor of
the Statute in that case made and provided.
Toalled L
NOSIL
Inrolled the same Fifth day of February, in the year lust above written.