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A profile 4nd kite View of a Harrow presented by the Authof
to Sir Jou  SINCLAIR, Presideatof the Board
of AgriWuxtrwe.


---,




(710400)
'rI
-9 4,00'.e/Z  C~r
-, FA
TREATISE
WHEEL CARRIAGES.




t-t




A


TREATISE
ON
WHEEL CARRIAGES;
OR,
CONSIDERATIONS, COMMENTS,
AND
CERTAIN CONCLUSIONS,


RESPECTING THEIR
PRINCIPLES AND CONSTRUCTION.


BY
DAVID MEADE RANDOLPH.
" QUOD NUNC RATIO EST, APPETUS FUIT."
LONDON:
PRINTED FOR J. HARDING, 36, ST. JAMES'S4STREET, BY 0. WOODIALL,
PATERNOSTER-ROW.


1 8 10.




...  -41




PREFACE.
THE native energy of an ardent soul is sometimes
happily tempered by the twin attributes discretion
"t  and doubt. Yet when these sanction the effusions
of a mind seeking the attainment of practical advantages, it would be fastidious in the extreme to restrain an enterprize glowing with honest speculations.
Availing myself of a liberal admission into the Office
of a distinguished Institution, whose deliberations
Sare so ably guided by so honorable a character as
Sir JOHN SINCLAIR-seeing, among the variety of
Rural Subjects and Implements of Husbandry there
inviting inspection, nothing so simple, and at the
same time so practically useful, I could not resist
the temptation of humbly adding the model of a
Harrow, the invention of youth, and the support of
a Farmer through many years! And, since in this
simple, but important instance, the powers of the
Lever and the Iedge are so fully exemplified, why
may they not subserve the more important purposes
6




viii


of reciprocating the superabundant products of Art
and Industry? Improving upon the true nature of
construction on present principles, so little studied,
and still less demonstrated, in " Wheel Carriages?"
These considerations, and the magnitude of the
subject, as taught by certain " Reports of the House
of Commons" since May 1808, it is most respectfully hoped will secure to an obscure Individual,
the favour of a generous Nation! And, that these
preliminary remarks will protect him from too severe
a Sentence, if indeed his Labours shall have been in
vain! For, he trusts that the simple proof of error,
o' even folly, will cease to be severely censured, on
the recollection that it is a feeble attempt of an
Individual, by his well meant exertions, to accommodate the many.


THE AUTHOR.




A


TREATISE
ON
WHEEL CARRIAGES.
FLATTERED by success in an inferior enterprize,
I have been induced to proceed still farther, and
offer some desultory observations upon the subject
of " Wheel Carriages"-collaterally, and briefly, noticing the properties of the horse, whose energies are
applied for putting them in motion, and the united
effects of both upon the road over which such vehicles usually pass.
In point of order, I would wish with great diffidence to excite attention first to the horse, as the
momentum necessary for the purposes of draught.
His standard height I would fix at 14- hands, subject, as all general rules must be, to several exceptions. Fixing his centre, at four feet, it will be useful to enquire into the nature of his properties, so
far as they are applicable to the question under
examination. Doubtless the horse must be considered a machine equally with the carriage, whet
B
Aibi




we are calculating respecting his powers; and in
order to adjust the one, it is evidently necessary
to comprehend the other. If to the principle of his
levers we apply the practical eye of intelligence,
we shall readily deduce that the preference should be
given to the blood-horse-viewing him as superior
in point of symmetry, formed of finer materials,
his levers more accurately poised, and his fulcra
more acute; by which means his motion is consequently quickened, and its concomitant re-action
proportionably diminished. Nevertheless horses of
an intermediate quality between the blood and cart
kind may ultimately be preferred, from other considerations. And, hence, an important subject is
furnished for the contemplation of the breeder, who,
in some degree, may regulate, in the animals intentionally bred for draught, the quantity of necessary
motion. All machinery being more perfect, proportionably as it is constructed upon a more accurate
scale; its " weight" increased and its quantity diminished consequently affects, in equal ratio, the
momentum    of all bodies. The doctrine    of the
" musket bullet," it is believed will not controvert
these simple ideas; whilst the mule by his kick manifests his superiour quantity of motion to that of
the dray or cart horse.
Contemplating the centre of gravity, who can
doubt the impropriety of elevating the load of the
heavy coach? (see figures No. 1, 2, 3.)  Its centre
is never at rest, for not only is it continually disFIG. 1. a, a, b, contact or, a plane; c, c, axes of the wheels;
d, horse's centre; e, swingle bars to which the traces are attached.
FIG. 2. a, b, an inclined plane; c, c, axes of wheels; d, horse's
centre; e, swingle-bars, &c.;,J horse's'fore-feet; g, breast chains
or pole pieces; h, horse's drawing centre; i, line of gravity or
perpendicular, exhibiting the increased pressure upon the 'fore
wheels, and consequently requiring draught down hill to pre

a




3


FIGURES I, II.


vent overturning, to which the body of weight is disposed, if the
Carriage is suddenly stopped in its progress, the hind wheels
being raised off the ground by the lever formed of the whole
mass or body of weight.


0




4


turbed by the necessary propulsion, but by its towering height; its worse than useless number of springs,
which occasion cross and contrary agitation; and by
having its gravity placed before, instead of behind the
centre; or, at best, suspended between two fulcra,
and thus the effects neutralised; and, by a continual
jolting motion, retarded by action and re-action.
These and other considerations, more easily conceived than described, decide against the present
preposterous fashion;    exhibiting to an admiring
world specimens of human invention, in designing
FIGURE III.,"al   '
FIG. 3, or, rear view of a Coach. a, a, points of contact on
the road, or tread of wheels; b, b, the axes, the common fulcrum for the lever, constituted by the action of the body;
c, the summit of gravity over its centre, as by the high loaded
Coach manifestly appears; d, the summit of gravity over the
same centre, as is supposed to constitute the merit of the present project; t, a, a, th true angle of bearing and action exlibiting a constant disposition to upset laterally! Q. E. D.




5
the component parts of a machine, the errors, and
imperfecti6ns of which, are better understood by the
practical superintendant: like, as in modern times,
disciples of the new school are continually increased,
without affording improvement, to societies. The
momentum of the blood-horse, arising from his possessing more motion than power, coincides with the
position, that " half of the power at the acting end
of the lever will balance the whole of the difficulty
at the resisting termination."  Hence, then, a farther proof of the rational preference that should be
given to this animal. And we may add, according
to the mathematical maxim, that " what we gain in
power we lose in time."  Or, " substitute motion
for power."  "The balanced lever," by the smaller,
but quicker, motion overcoming the resistance.The " Four-wheel Carriage," being the "double
lever," exhibits the effects of the extended springs,
as in pleasure Carriages; whereby the object sought,
an easy motion, is more than obtained; for, the
great length of levers from their fulcra, with the
power of gravity applied at their ends, creates a
greater degree of reverberating motion; and as
necessarily occasions a correspondent pressure at
the points of contact with the road, the real base of
the ostensible fulcra, and thus retarding by a continued concert of action and re-action between the
several bodies concerned, increasps the resistance of
the obstacles to be overcome.
Scientific men may amuse themselves in their
closets with philosophical disquisitions, whilst the
inquisitive traveller, or experienced coachman,
with his ideas of first principles, and a sound discriminating judgment, perceives, and admires the
beautiful order of nature; and, unblessed with too
much knowledge, applies her simple laws as his
practical skill may from time to time occasionally suggest. Instead of " two," he divides " the resistanqe




6
idto four parts," each subject to the dividing power
of action and re-action, according to chance or incidental circumstances; for time and chance may
happen even to Wheels. Who that has ever rode
upon the top of a heavy Coach, so complex and
be-springed as they generally are, that has notfelt
the error, in construction, even when so remote
from the point of friction; exciting, by its short, but
reiterated motion, sensations not more agreeable
than when seated in a chair, placed on the floor of a
common farm waggon?    Or who, that has ever
been at sea, has not perceived the necessity of keeping the ship in good trim, even after that machine
has been constructed upon the most exact dimensions and geometric principles? And if it be true, as
the fact has been ascertained, that the walking of
men on deck, much less mounted aloft, retards the
progress of the vessel; and that dead ponderosity
retards more than animated weight when properly adjusted; the same reasoning will apply to carriages;
because there is a strong similitude between the two
bodies in motion, though on different elements;
for where else, but at the centre of gravity can be
conceived the effect of the masts, &c. &c.? At the
same time due allowance must be made for the
manner of applying the several agents-the one an
impellent, and the other a tractive power.
If the acting part of the lever be the shortest,
might it not be proper to ascertain by anatomical
construction the comparative proportions of the
two animals employed in particular cases, so intimately connected with the present subject.: more
especially, since it has been proved that the one is
furnished with his vital organ, the heart, upon a
much larger scale, with a proportionate quantity of
blood? And, from an experiment, by which these
two properties have been discovered, it would seem
that his bones, muscles, and minutest fibres, the




7
whole materials of which he is formed, are more
subtle and dense. His vis motiva, or that which
tends to motion, is manifestly superior; whilst that
of the other has a greater vis inertia and tendency
to rest. The last may indeed, upon the deceptive
principle of dead weight or matter suspended on
a " pulley," put the Carriage into motion by his
" fall" and " his undulatory power;" but, when
once started, the tendency of the former to
perpetual motion may be conceived, if not clearly
demonstrated. Hence, too, the evident necessity
for preserving the trim of the Coach, for promoting a regular and steady propulsion, the chief
desideratum.
I would also particularly observe, that in descending hills, when the occasion is urgent, the back-chain
appears to be the only safety; but the occasion
cannot indeed be frequent in a country boasting so
honorably of its superior roads. In all cases, so far
as I have been able to observe, a carriage, upon the
principles I am attempting to support, will require
no other power to regulate * its descent, than able
horses and a skilful driver: for, in this case it will
not as at present be necessary to run down the hills,
in order, that, by a continued and doubtful remedy,
the draught may prevent the vehicle from overturning; which practice I have witnessed, not without some degree of terror.
To determine the truth of the principles adopted
in this new system, let us endeavour to demonstrate
the errors of those we combat; thus, let us try Mr.
Walker's combination of the lift and draft. This
figure represents the profile of a high and heavily
* This operation, it is hoped, will be provided for shortly by
a gentleman sumioning the author to allow his caveat, for an
apparatus or machine whereby to stop carriages! And, since
these labours are designed for the opposite purpose, an interview
was declined.




8
Joaded coach: A, B, is the perch connecting twd
axles by a depressed line of incident of three degrees; B, C, the line of reflection, or lift and draft
(supposed) now in use; E, D, F, the parallel or true
line of draft; D, the centre of the wheel horses,
lifting from B, and drawing from A; E, the leading
horses' centre, lifting and drawing from the same
points as before; the point A, being the true point
of common resistance. Now, mark the lift from
B to G! the concerted lift from B to H; and,
the difference between G and H will exhibit the
ratio of draft, compared with B, H, the draft of the
leaders; whilst D, I, manifests the superior quantum
of lift at D to that at E; the line of traction
E, A, adding to, or increasing the lift of D, B, by
a discordant effect at K. Let us now examine the
gravity; or, how the load is to be considered, as
affecting our principles! The figure B, L, M, A,
represents the Coach in its common state on a plane;
when, according to received opinion the weight is
truly thrown as much as possible before! Does
not this figure, at the first glance, prove how much
more the smaller wheel has to sustain, than the
larger? And, consequently, accounts for its " wearing faster" by a more powerful cause, than that of
superior velocity?  And, moreover, if the mind
can conceive the completely lifting and falling of
the front wheels from the plane to the line D, G, A,
will not the hammering effect appear to contribute
still more to its destruction? And, if, in fact, this
never were the case, it argues nothing against
a tendency to that end; or, of such an effect to
an inconceivable perhaps, but undeniable degree
and extent. The figure G, N, O, A, surely must
prove the distress of the team   in their unremitted efforts to make the original figure B, L, M,
A, assume this appearance! These observations
are predicated upon the lines drawn from the corn



Il
7- C-CI


Q


j




*                       /




9
mon point B,-how much more aptly do they apply, if from the splinter-bar and pole upon the line
B, C,!! Again, if the Coach be passing on a plane,
the lines M, R, and L, S, being perpendicular to
the plane T, U, prove the absurdity of lifting in
order to produce a progressive effect; whilst that
of E, D, F, clearly demonstrates the true line of
traction. And, still further to show the conflicting
effect of the lifting power, so much more than requisite, created and constantly exerted in the present fashion, let us view at the same instant the
figures B, L, M, A, continued to S, and R,-B, N,
O, P, and A, M, Q, P; the first being the state
of the carriage gliding smoothly along, whilst the
other two enable us to conceive and detect the
co/nvicting, and incessantly erroneous effect of the
never ceasing tendency to produce a partial collision
upon the plane, so incontrovertibly apparent in all
the extent of its retarding and repulsive tendency
at-P: the carriage at all times being thus made to
act and re-act; and, under the most favorable circumstances neutralising instead of propelling the
body we are seeking to get forward with the greatest
speed, oeconomy, and accommodation!
In addition to FIGS. I, II, III, opposing the
" high loaded Coach," wherein the error in principle in some measure has been exhibited and exposed by drawings, it may not be amiss to apply
these same principles to conceive or draw similar
lines from a rear view of those contending tractions; to show an equally false and correspondently
lateral effect, created in a greater or less ratio according as there were more or fewer springs: parr
ticularly by those so unhappily contrived crosswise,
or so as to act in diametrically opposite directions:
Thence it would more conclusively appear, that the'
carriage was continually vibrating between the toq
lines of support, the wheels, at one time throwing
9jK j




10


all the weight on one side, and again, on the other,
"worrying and fatiguing eternally the poor draught
animal, by the alternate and instantaneous necessity
he is thus laid under to increase or diminish his
exertions.
Consistently with the end in view, I would suppose a block of marble, of this shape,  to be
placed upon the axle-trees reaching the whole length
from centre to centre,-would not less power be
required to move it than if the same bulk and
weight were in the form of a cube? and most certainly it would require less than an inverted cone.
And, I am clearly of opinion, that the same matter
placed in either of the following frms requires still
less;                      that which projects
behind the centre, forming upon the front axis an
angle equal with that of reflection, by which it is
4rawn; presenting a rear view thus, as the
one or the other form shall be conceived; the force
of incidental attraction aiding motion by the indisputable laws of gravitation. The four wheels supporting gravity, whilst its power is diffused, acting
and re-acting according to incidence and reflection;
ilevation and depression, in equilateral triangles (the
true cone); subject also to the other laws, resisting
the pressure of gravity by elasticity upon the road,
where it is more manifestly diminished by a ten-.ency to a state of motion.




This theory may be well illustrated by substituting
Upon the abovefour /he,eels an inverted cone, thus
deducing truth from relative and comparative arguments. IHence it appears to result, that the space
between the twvo wheels, or length of axle-tree,
should be double the perpendicular from the centre
of gravity to its base, or bearing on the same; and,
by this, the length'of perch should be adjusted, keeping the point of gravity in view, where it must consequently serve as the common point or summit of
four several riranglcs, or smaller cones, combined
into one general or larger body, resting flatly on the
floor or platform of the carriage; subject, moreover, to a correspondent attraction, from the flat
and under surface; diffusing, incomprehensibly,
gravity and motion, in a similar manner to the
reflected and refracted rays of light.  Vide FIG. V.
To the heavy Wagg-rons it appears these principles
equally apply.  And, upon the drau-ght of these I
'would remark, that the effect of twoo distinct lines
of horses must repeatedly counteract each other:
the two pair of shafts conceal, by their firm  and
steady reitance, the zigzag inotion of the wheels,
diversifying their action upon the road: the one
retarding, and the other increasingr, velocity; and,
this more or less, according to the increased variation in the step of the different horses in the two
lines.  It seems more consistent that they should'
drdiv from the centre: the pottwer of the wheelhorses operating by a tight pole, or breast-chains,
to this effect; whilst the fore-horses should draw from
the point of' a pole, firmly attached to the axle-tree
by/jutchels; the two lines of traction thus'forminga triangle, disposing every effort to union, whethei'
regular and equal, or vice versa.
These reflections might be- farther elucidated by
x'eferring to arguments,; but I leave this task fore
orhers, aud proceed to the effedt of twenty, instegdb




of ten, horses to a Waggon.       Only examine their
undulatory and divergent motions, their action and
re-action, traces vibrating between double levers,
while these are acting upon      a common fulcrum;
and say is it difficult to prove, whether they accelerate or retard progress?    The maxim, that "velocity diminishes gravity"-incidents and reflection,
FIGURE Vo.
----                        - '-'
Fro. 5. a, a, state of gravity; b, c, the level pressure on
springs; d, c, the inclined pressure on springs; e,Jf axes.
Compare the angle e, g, h, withf, g, h, and in the same decreased ratio of one base, so will the power of attraction,
when disturbed by the efforts of the horses, be disposed to propulsion: andstill more disposed to that end by the angle g, i, c,
in support of the principle; and according to the Newtonion doctrine, the nearer the earth the greater the power of
gravity.
* This figure is designed to demonstrate the power of graVity, according to its disturbed state; and, its effect in contributing towards a propulsive motion: proving also the error of
the front springs (or long sea springs) being placed on a level
*it those behind.




13
combined with the theory of vis inertia, argue in
favor of the blood-horse, and his standard height;
adjusting the fore-wheels to his centre, and the hind
wheels to an elevated angle from the leading fulcrunm, throwing, in all cases, the balance behind the
centre of pressure.
To Mr. A. Walker's talents and acquirements, so
honorably drawn from the schools of science, and
to his ingenious philosophical experiments, is yielded
the willing and well-merited tribute of profound admiration; nevertheless, consistently with those practical conceptions and ideas, with which I have been
furnished, from a life of necessary experience, it
would afford high gratification to meet him, upon
the high-road, prepared for a comparative experiment, by means of a ter-horse Waggon, which
should be under his direction, and equipped in the
ordinary mode; this he should cause to be loaded,
till ten of the stoutest- horses could no longer draw
so heavy a burthen upon a plane. I should propose, then, to have an equal weight of the smallest
draught mules, geered also in their accustomed
manner; the cost of each team, together with their
contingent expences, should be estimated and
clearly understood.  I would then hitch to the
same Waggon a given quantity of weight of mules,
which should from time to time be increased, until
the Waggon should'be got into motion; the only
additional fixture required for the experiment would
be a stout rope, to be disposed of in a particular
manner, adapted to the accommodation of the mules,
on very different principles of lift and draught.
Thence might be discovered, most decidedly, the
difference, as to power of draught, between the
" larger dray-horse, whose centre was four feet two
inches," and the smaller and more humble beast,
whose centre would be lower perhaps than half.
5




14
that height, actually employed in effecting the purposes of our object and exposing the truth of an
important desideratum*.-1 8th March, 1809.
From a proper conception of the principle of vis
inertia I would substitute the swingle-bar and
swingle-trees, for the firmly fixed splinter-bar and
upright knobs, over which the traces are usually
hitched; the latter confining the action of draught
and lift, and consequently increasing dead weight,
as may be perceived by the wearing of the traces at
the point of contact; whilst the other mode evidently
increases that tendency to motion, so much the object of our enquiry and wish: and this, too, in no
contemptible degree, by the correspondent action
and re-action of the breast-chain, ends of traces,
swingle-trees at the end of the pole, and the general
construction of the whole set of geers or harness.
For upon this apparently inconsiderable point of the
subject before us, much depends, for the more we
increase action or motion, whatever quantity is produced before the centre of gravity cffecting a descending tendency in the first instance, and by the
efforts of the horses, assisting that power of reflection so necessary to progress, we at the same time
facilitate the lift and draught by which obstacles
are overcome. As to the preference of wheels, I
would recommend with much deference those that
are perfectly cylindrical; axle-trees not curved, because when upon a tilt, or bearing, on one side only,
the curve has a tendency to yield, when a straight
line would brace, &c. &c.
Instead of the modern improvement in having
Carriages without a perch, I should rather adopt
three, although the other kind are contrived to
preserve an equilibrium. Improvements and de* Impromptu, on seeing a Waggon with coal stopped oir
Muswell. Hill.




15
corations may be indulged by others, whilst in the
principles here offered it is humbly hoped may be
discovered something of general utility and economy.
In several component and auxiliary parts various
"wzaterials may be substituted. For roofs, a fabric of
cotton cloth, japanned, or varnished by apatentpreparation may be used for leather. An inferior kind
of leather thus prepared, with a substitute to render
traces equally strong, and all kinds of braces too,
may be found equal to what is now merely in contemplation*; in both instances producing an important end-the saving of hemp and flax, and
leather, of superior qualities also; encouraging the
manufacturers of substitutes, and leaving the more
costly materials for other and more indispensably requisite purposes.
With respect to Wheels, if a balanced pressure
be increased ever so much, and the whole shall rest
on aplane, it will consequently have a tendency to
preserve a perpendicular position.  Hence, then,
seeing that the elephant is designed for burden, so
may Trams or iron rail-way Waggons roll the same
surface, for the feet and footsteps of this beast are
nearly alike and parallel; and, if inclosed by right
lines, will form a square figure.
Mr. C----   e would seem to scout the doctrine
concerning the diameter of axes; and in the proportions of those for " Wheel Carriages" would be
governed by those of the clock, and other machinery,
whose Wheels are " stationary, and have no other
motion but that on their axis or spindle, and the
power applied at the rim."  But, let us endeavour
to elucidate this point, and see, if that very distin.
guished gentleman's perceptions can be properly extended to those "Wheels that roll on their rims, and
advance progressively, at the same time, that they


* Traces, Oc. maide of wires, &c. &c.




16
turn on their axles?"  Is Mr. C-----e aware of
the difference that exists between the peculiar properties of each? and has he contemplated the relative
ýeffect of the necessary power to put them in motion; in the one case " applied at the rim," and the
other at the centre? " Whether Carriage Wheels
can be supposed to have any analogy to the lever,"
has been a question of much discussion; and, although MR. CUMMINGS seems to understand the
subject in an eminent degree, let us exert but a very
small portion of limited faculties, and we shall be able
to see where the principle of the lever, in fact, does
apply. I had already bestowed much attention and
had concluded upon certain rules for deciding the
diameters of axes for " Wheel Carriages;" and
whatever then remained doubtful has since acquired
certainty, by the light afforded the sublject from the
reasonings of Mr. Cummings. True it is that " no
advantages arise" from any analogy of the spokes to
the lever. But may not some effect be derived from
theprinciple of the lever, when the power is applied
at the axis or spindle? When this power becomes
active, does not its effect commence at that first or
pearest point of contact? Is not that the nearest
point acted upon, by which, on the exertion of the
cattle, the Carriage is got into motion? Can that
point be any other than the front part of the axle?
And if, whilst the Carriage is at rest, the " power
and resistance" (as applied to the body of the axle
in close embrace with the box) are equal; " if the
power be increased so as to give motion to the
Wheel," does not the equilibrium thereby become
destroyed? and, the impulse prevailing at the front
surface of the axle over that point of the rim previously resting on the plane? Let us endeavour to see
and point out the analogy of the lever acting from
that point of impulse on the plane; the point of
rest, or fulcrum, which is disturbed by advancing




1:7


the-axlei,.;-and, by.a pe.rpend~icular.,line    dropt
through, the. centre qf the axle?,% V*play ppereive
tile continuil. destruction.p-qf te'   q   ipse," by
advancing the front na~imn of, thea axle, which,, *.cording to. preceding prine iplo~, is mrnor~active thoq,
tile other': heoce tite, iw~rased dA woters- of a~xke
are coufirmwd*.
FIGURE VI*
A......................
Fitt, 6# A four feet WhM~ of eightich  a1.'A,,th
line Q,) traction; C, tile point qf rest, and, fularunt; )D.,E,A tht%
plan1e..-Scale, one inch to the foot.
Tile line B,.C, the qgent, pr power a~ppiedw, A 1  o,ronc
motion   Here, then, dhe" equipoise is destroye~d.. Anl,4 -hence the evident advantage appears of increasi;ttg daiamete~rd
of. axles in all hieavier Carriog'"s.
* Since this mnemoir has beem returne'd frorrýt thehIi Sn"d sr6fMt
C   -   e, into whose it had been placeiJ,-.with the'hype.of abix
tamuing the favour of that respectable gegi azn's. #t~p.)v
Coi~firrnait'iwm Iof ispitilsin vhich expectation 1.~,ht0ebeeg
disappiminted; it is'deeeduneessary to ote ahfirtrio~4t,
Jog', for suffering h bis':dittir~uished mmattie Wto em4lirY, I it!I 1Wr
betin Orioila"A~y, peba~psloq freely, uied...


s)




18
St will have been discovered in a former part of
these observations, that the author was doubtful,
and, at the same time, perseveringly labouring to
understand the principles, and to decide upon certain laws, or rules, for the diameter of axle-trees,
particularly for Wheel Carriages. The result, it is
his pride to offer for the consideration of others,
possessed of greater acquirements: and until he
shall be farther enlightened by their communications, he confidently recommends such as here described, viz. The diameters of axle-trees to be proportioned according to those of the Wheels. The
front or fore Wheels of all Carriages to be ad libiturn as to height, but few occasions require greater
or less than three feet. The hind Wheels of such
Carriages to be regulated by the required length of
the platform, or body, upon which the load is to
be adjusted: and, increased in diameter or height,
so as to form a depressed line of three degrees to
the front axle; and if a little dished, in this particular too, nature furnishes a sure guide, for a horse
that is a little cat-hammed is the more active. There
will scarcely occur an occasion for Wheels of greater
height than four feet, whether for pleasure or profit. Hence results the rule or law laid down in the
specifcation; because the doctrine concerning time
and power, is applicable to the particular point be.
fore us; for the lighter and quicker a Carriage
tioves, the better it gains by motion, what it loses
in power; and, because velocity diminishes resistance, or pressure, upon the road.
In the formation of most Wheels, the number of
spokes are equal. But, to the practical observer,
an unequal number seems more to accord with the
theory of vibration. In the former, when one forms
the point of contact on a plane, and consequently a
right line of pressure, the opposite one an equal
line of resistance, by which the principle of the




19
drch is destroyed; and, that desirable yielding or
vibration, on sudden shocks, is in this case prevented; when, by diverging spokes from the common point within the nave (and perpendicular) an
arch is placed over the point of contact on the
plane aforesaid, and by these meatis the vibration is
promoted and divided, relieving the Wheel from an
unequal strain, accordingly as two spokes, above
described, successively are made to sustain the load.
And, vice versa, these considerations decide in
favour of the wooden spokes and segmented periphera, in the composition of cast-iron Wheels, as
exemplified by the drawing in the specification.
With regard to Wheels, if a balanced pressure be
increased to any given degree, and the whole shall
rest upon a plane, it will consequently have a tendency to preserve a perpendicular position. Whence
results a rule for the Wheels of Trams or iron railway Waggons.    These may have their Wheels
adapted, so as to roll the same surface: and the
principle is illustrated by the foot and footsteps of
the elephant, a beast peculiarly adapted for sustaining ponderous burthens.
Respecting the preceding points, they are of the
utmost importance; but others of mintter consideration are not unworthy of particular attention, viz.
The Venetian blinds, with inner curtains for summer,
and squabs for winter, may be so regulated as to
admit a small (or prevent any) portion of air from
so many crevices or apertures, as well in the door
and windows, as the quarters, to secure the greater
comfort of the passengers by exposing all alike to an
equal participation of its influence; the doors too,
may be furnished with blinds and glass. The seat, the
ends of which are at the doors, would seem to obstruct
an entry into the Carriage at all, but this is remedied, by converting the end divisions of such
seats into part of the steps by which passexgerg
P?




20
aiscend;'a plan which, it is hoped, will be Sound to
possess some mfrit, upon an inspection of the
drawing ip the specification. The seat behind, and
qtitside, intended for persons,, or baggage occasiGnally-the4,baggage, box under the hind axle-trees, if
required may, be suspended on springs and both providcd with jointed straps, and jacks to wind up and
tighten the packages, so as to prevent their action;
and the driver's seat also, together with a seat for the
guard, or other persons-wvith aprons to the two
first to cover passengers to the waist, (like a conimon Curricle) while their heads are protected by the
projection of the roof behind. These particulars may
he explained by personal attention, better than by
written descriptions, or- an imperfect drawing.
It seems important in my view, that some attention be given to the geering or harness, by which
the powers of the horse may be used to the greatest
advantage, as well as to relieve, as far as possible, the
distress of that noble animal. Here too it requires
little more than to siniplfy the common fashion
and adopted modes. Keeping still in view his centre, it follows of course that the present mode of
reining him) up is erroneous. The fixed point for
this -purpose is behind that centre, thereby creating aý
retarding- check, contrary to the progressive and natural motion of the head in advance.  And this, for
the purpose of supporting the animal, keeping him
from falling, or recovering him from.a false step or
blunder!
What gvod horseman would, upon some similar
occasion, keep his hand /Ared down to the pummel
of the saddle, with the expectation,- by so doing, of
recovering the horse from such an accident, "Would
he not rather raise his hind up,-and by a qiický jerk
suddenly restore the anim1. td rthe use of his legs,?
~rees colitrarihi on;the present plan the neck
'becopiang sltiff by being bracd to tbefiPed point t he.




hind his centre, produces the effect of dead wVei~gh-t,
or pressure fi-om  this Jired point to his mouth,
bperating thereby like the chord of an arch.e Hences
then, I would prefer the top of the hatnes,- as the
better point for fixing the bearing rein at, or upon
the point of his centre; leaving thereby more to the
skill of the driver, himself supporting the levers by
his exertions and strength of arm, rather than stit-&
fering the rein to lie negligently loose and extremely
dangerous.  This exertion of arm  furnishing continual ah'd varying support to his team, as the continually varyiing occasions occur. The principles
here supported apply in reference, in some particulars, to all Carriages; and none seem more to require their application than Post Chaises; since, to
the least attentive passenger, it is evident, that the
powers of the two horses in theni are never in concert,
to produce an united effect. The postillion's horse
is generally the stoutest of the two; and this is necessary, since by the natural and incessant:inconvenience to the rider's right leg, he makes his horse
pull most. Hence the once stouter animal, from
abuse, is degraded to the station of a hand horse,
where, incessantly touched up, he is able to do little
more by his efforts than serve as a counterpoise, by
jerks, to his partner ever' on the stretch.
The hitching of traces to the shafts in either
Waggons or Carts, in the common way, is evidently
an error, since no form of a bodj for drawing can
be conceived better than that of a wedge or coneif in the former" (viz, the Carriage) the centre of its
edge is the proper point; in the latter, no doubt,
from its end. And-if we reverse this scheme, and
propel, in'stead of draw, at what' point could we
strike, so effectually, as precisely at, and upon thai
Centre.?
If, in )the ' construction of Wheel Carriages, the
design is to provide d progressive motion, and that




too with the greatest speed and least possible labour;
who that possesses ordinary perception, who capable
of reflecting upon the unerring laws of nature, and
observing her simple operations, can for a moment
doubt of the superior claims of the wedge-form
Carriage? Can there be a surer guide to the attainment of our object, than a strict observance of
first principles, and the application of practical
discoveries, rather than forming visionary theories?
And, if, as in decency we are bound to respect
customs and opinions, however absurd; and whilst
too we cannot but admire the inlgnuity of our ancestors, whose duty has been so well performed as
pioneers, clearing the field of science by their bolder
enterprizes and primitive talents, whereby posterity
have gained so much wisdom and experience; we
should pay little respect to their memories, and less
value their exertions, were we not to improve
upon their discoveries. Nor could our own claims
to approbation be justified if, contenting ourselves
with what has already been accomplished, we prostitute the noblest attributes of God, by an indolent
enjoyment of those fruits already provided; when by
our activity and exertion we might render them more
gratifying to man and acceptable to our Maker!
Observe then the horse, the noblest of the brute
creation as well as the first in order; and destined
to aid man in the attainment of his various purposes; see also the stag, the hare, the fox, the
greyhound, and the whole tribe of quadrupeds;
observe the fowls of the air, and the fishes of the
sea! and among those latter whose necessities alike
require swiftness of motion in the pursuit of their
prey; and who, that investigates their frmation and
attends to their action, cannot but perceive the
wedge form? Why then should we not construct
our Machines upon principles of convenience, by
assuming, as ftr ra might comport with reason and




experience, similar forms? and not only in their
form, but in the adjustment of the burthens they
are designed to tranisport?  Here then, let usfirst
remark a Waggon loaded with a large piece of timber, or trunk of a tree! the butt-end placed in advance, and, perverting the order of things, this end
is elevated as far as possible; taking care, at the
same time, that it shall not actually slide down behind on its inclined plane! And is there not some
degree of ingenuity usually displayed to prevent this
eftect? Every waggoner answers in the affirmative!
Can it, thei-efore, be necessary for one, combating
present errors, to reverse the proposition? and
demonstrate the corollary? Has any one marked
the track of the horse, the stag, the fox, the hare,
or the dog, upon the snow? has he not seen that by
drawing three or four right lines to enclose these
tracks, that a triangle, or wedge, is the only possible
figure to be described, thus? or
in this manner? And after duly
considering the proposition, who is so ignorant, as
not to apply the same reasoning to the fish swim-.
ining under the surface of the water, the fowl hovering upon the surface of it, and the bird passing
through the air! In all such cases enclose the
figures in like manner, and mark how much more
agreeable to nature will such lines form an external
figure of animated motion! And mark too, where
the acute angle or point of the wedge will be
found I Nor stop at this point: draw the profile of all these several animals when in motion. Let them be in full speed, and by drawing




ilnes, as in the other cases, mark again the wedge


form  [I                                  For
the motion of the tail in the dog, fowl, and fish,
vibrating and expanding, exhibits the form of th6
larger end or back of the wedge; as may be proved
by viewing its utmost limits, when excited to produce
its destined effects; like the spreading out the hind.
legs of quadrupeds to insure their propellency and
steady progress.
Mu. WWALKER, guidcd as he prcsumes by the unerring laws of nature, would claim attention for being correct in his principle of the horse's shoulder,
formingL a base from which his perpendicular line of
traction descends to the splinter-bar: and if the
horse was merely to furnish a IYfting power, there
could be no ground of dissent fromt this hypothesis;
but, since he is to draw according to different
schemes of power and equipollency, viz, one pair
of horses are to draw from a certain point, upon a
level with his centre; and, since it is evident, that a
man~can pull more down, than hie can upwards with
a rope, by means of his wveight, and undulatory
power too;, why should we not avail ourselves of
this advantage, by resorting to the old faishioned
harness with breast-plates, for the Wheel- horses?
leaving the others drawing from the pole end, to lift
by means of the coJlax and hames aforesaid, to which
principle Mr. W.'s theory certainly is meant to apply.
And SITR. ORn appears equally just in his conclusion,,
that the ox pulls downwards. MR. GIPDY seems
to, have reconciled this comparison. Here then are
two opposite considerations, confirming tthe ideas


5




23
deWtrnstratedM in dC. IV. for combining the I'ftng with''the tractiYe power. And since my observations' arise from observing the course and conduct of nature, and findi~ng that the hoi'se is destined for ornaament as well as usefuilness, aiid that
the oxk tWhose form, motion, bulk, &c. &c. oesignate
him solely as the beast of burtlten; it seems conlsistenit to apply to the present purpose the manner
in whichI hiis properties may be profitably employed.
Still mindful of the superior ability of the horse, and
the areater variety of purposes to which that ainima' can be applied; for in him are combined the
many qualities, anid som-e of them exclusively so, requisite and connected with ow' present investigation.
If a prohibition were to take place of faking so
much 'lugage on the top of the Carriage, or the
maxz uilrn, (never more than six horses to a Coach;
nor niore than five to seven in heavy Wagmons; and
three for a Cart, at the furthest; if oxen, five.-drawitig tandem) were to be disputed by Coach-proprie-d
tors, as probably W\'ould be the case, from its curtailing
their profits, it may be fairly replied, that others will
bpe benefited by tthe employment of more Carriages,
and.suipernumnerary horses;  thereby producing a
greaterlpublic advantagre by a far quicker cornmunication, aI)d less in~jury to that noble animal the horse;
and to the less damage of the roads and " Higrh- ways."
Itevertin(T to the hints afforded us by nature, I
Would just observe a inan hitched to one of those
three-wheeled chairs, used by invalids at' Bath;-let
/iiy traces lhe fixed upon a level with its fron t Wis,
and his breast-plate left free to find its proper poi t
of resistance; his centre, somewhere about the
heart, as in the hiorse, will be readily discorvered;
and at that point will he find the" lea't difficulty in
deaw'ing: y t, possessing mare of the"[f f ing-p6 1in
by sucl6  a position, thin that, V;Pfd,ý4 h  `f"tfie
hi  *Ie el a'.          I: Ge r of I "
hind Wiheets ttrefas'teld a'. th] e'i pot oI iot
E




wvith the plane, so as to be iinioveable, his continued efforts, if sufficient, will be exerted to lftF completely the 'fore Wheels from tthe ground, until their
exis forms a line with the rear axle-tree-Vide
FIG. IV.  But, if another line of traction be extended from some fixed point, either of the passenger or body tow be drawn on the* machine; or,
from an upright stanchion, contrived for the purpose, to the centre of the ac,'ent operating there, let
this linefall and form an angle equal wvith that frorn
below, in that case w%7ould be seen, the true point.of
fixture, combining the powers of ljit and draug-ht.
But, as before stated, if the road be always a perfect
plane, then, the medium. or the centre ofgravity reasonably occurs to our senses, as the desired point.
To those who insist on the ill effect of a true
cylinder operating upon roads, even of four inches
bearing, with " rounding off the Mde;" and would
calculate this as minutely as a niodel to run on a
cur1ved plane, it ily behe riopcr to reply, that both
considerations vanish before the practical observer.
1For, nature compromises, and accommodates, all
such minor considerations.
Since theorists have deemed it important to
"ccround off the edges of the tires of Wheels," with
the view of an essential improvemzent, as set forth
in certain relined and visionarty particulars, surely
we may, with equal propriety, venture to expose the
error, and the barbarous consequences of the illconstructed and misapplied " pruie plant," or,
fashionable whip; and recommend a return to the
old fashioned practical stqif and thong-; united by
means of a loop, allowing a fall, or balance to the
sufficiently extended handle-the judicious application of its weight causing the animals, at proper intervals, to feel what will stimulate them to effectual
efforts. Instead of which, the unceasin2g: pecking
upon the off shfQ Ider, by excoriating, until a callus




07
is formed, enables the animal to resist the' vain repetitions!  Is not the end of such handles the place.
to hold the whip?   Look at the present ridiculous
fashion! the end resting on the driver's knee! the
long, light and unmanageable thong, tapering from,
its union with the staff, doubled up into a bunch in.
the hand, from whence it must be flourished indiscriminately, thus affecting all, instead of a particular
horse.
It is more advisable to adopt the Carriages here
recommended, since their principle perfectly coincides with the improvements, lately contemplated by
governmenrt for high-ways or public roads.       And
if such improved roads*, are likely to facilitate the
progress of the present Carriages, how very great
will be the advantage derived from altering all Carriages for this great and combined purpose, by reducing the front spinngs, adjusting the distance between the'axle-trees, so as to obtain the angle of
three degrees, &c. &c. as far as they severally may
admit, according to their present form      and con".
struction!
" MR. GRANT" seems to have an idea of a different length of axle-tree.  But, if he had reflected
sufficiently on the invariable powers of the wedge,
* Note well A. Appendix (C) No. 1, " to the Report from
the Committee, relating to Broad Wheels and Turnpike Roads,"
shows a national saving by certain improvements of 5,057,5001.
annually! Taking the liberty then of using the same data, and
confining the estimate to a saving in horses, belonging solely to
Waggons and Carts, it is believed that " the improvements in
Wheel Carriages here set forth, will operate to a saving of eight
millions per annum I" For, Waggons now take seven ton in winter, and eight in summer, with nine and ten horses, inclusie;
whilst, it is not too extrayagant to expect,.that five horses in
those Waggons so improved, will drawfive tone! and Carts in an
equal ratio. And, all this in the present state of the high-ways
of the kingdom: not to mention the immense sum that might
thus be saved which is proposed to be voted for their improve;
ment.




28
Xhough imperceptible to common sight, he would not
hbave recommended that "' fore Wheels should be
the full breadth of the rim, either nearer to, or more
distant from each another, than the hind Wheels."1
He certainly would have adopted the principle here.
contended for, the wedge form. For, does it not'seem
coflsistent that the smaller Wheel, and its associate
powers, shall sustain diminished weight?  If this
shall seem to contradict a former remark, let the
final result for the shape of the Mlail Carriage, in
the wedge form be examined. Hence then. an important difficulty is solved, a desideratum. obtained,
and the wvish of Government satisfied-the advantage of Wheels rolling ddferent surfaces.
The load too, by the adoption of -the proposed
plan, as far as consists with accommodation, may be
placed u pon the descendingo- line of pressure. These
cbnsideratibons have induced me to conclude upon
the eligibility of the wedge frn and the leer, nanifested by the lines of pressure and traction. And
does it not coincide with common sense that,
higher Wheels, necessarily made proportionably
stouter, ought to sustain the greater weights? proc0 eding on the continued principle of the wedge;
which it is our aim to introduce into practice, as far
as comports with utility and convenience, according
to varying and incidental circumstances. That gen -
tjemai's plan for altering axle-trees, with singular
propriety, and profit, may be realized, and made to
correspond with these principles.  MR. ERSKINE'S
". observations" that horses abreast draw more than
when yoked at length) confirms these principles.
And, in Carts the plan of one and three, as before
stated, is now manifested.
The " proposed regulations relative to Stage
Goaches," which have come to the author's notice
since writing the preceding remarks, tend to corrow
borate these principles.-" Outside passengers," ie,4
5




99
ing limited, and the risque of the 'prsentifxsbhion
avoided, the number of insides will 1beinbt'esedtia
due proportion.  And the figures hereafter-to be
referred to, demonstrate the provisio-  fofr-lug""' e,
by means of what may be evled "' *ub-i Rnlperials,"
taking " fully as much bulk" aid weight " as' icon
sistent with the preservation" of those advantags,
so unremittingly aimed at in these memoirs.
MaR. J. CG. H-IORNBL1OWE n"S observations; have
been also anticipated, and his suggestions brought
into view; and, this coincidence of opinions tends
to confirm these principles.
SMR. XVATERHOUSE will find tiis CJoach, or Carriage, equally high in its platform, and consequerotly
equally dry for the preservatiort of goods,
Iln order to evince the truth of the propulsive
eLffect previously conceived, created, and employed,
it may conclusively serve the purpose to observe the
repulsive and opposing re-action of the high arched
fore spr'ings in gentlemen's pleasure Carriages, and
thence decide the merits of others, which will hereafter be shown to possess the greatest utility; and
at the same time capable of yielding an equally
agreeable sensation to the passenger.
It may be necessary however here to anticipate an
objection that may be started to the use of th ree
perches; for although they admit not of very short
locking or turning, yet, the Carriage may be turned
from one street into another, whose severtd widths
are only twenty feet, and this too, with four horses in
hand. True it is, that the operation requires mere
time! But what will perhaps more than balance this
inconvenience is, the humanity of a regulation that
would compel coachmen to -stop! or, to turn all
corners slowly, lest by a different conduct some
passing foot - passenger be incommoded, i-f not
knocked do*n, and - seriously injured; or the Carriage itself upset! For such accidents Crtainly havd


1




30
occurred, they do occur frequently in the metropolis,
and should be provided against by every possible
means.
ADMIRAL BENTINCK'S information, as to the
"Nelson Coach," confirms the truth of an original
observation on this subject, where on driving down
hills it is absolutely necessary to increase the velocity as far as possible, to prevent the overturning of
the Carriage! &c. &c.
It might be well to consult MR. HASKER, and
obtain his ideas as to the merits of the principles,
and construction of a Carriage, here set forth; and
I would most respectfully solicit his opinion candidly on the subject, whether it can be made lighter
with safety to the Coach, and passengers, more
especially considering the difficulties of travelling.in
the night-time? It is consistent with every consideration belonging to the subject, to remark, that,
whether with respect to the smaller Carriage, the
altered Post Chaise, or any new ones to be built for
such purposes, and the Mail Carriage more particularly, there should at all times be a companion with
the driver: and as the motive is, to have aid at hand
in case of accidents, this passenger should be of his
own choice, or the one approved by consent of parties; all of whom are interested in the selection.
And the largest Carriage should never have more
than two, including the driver; for, a greater number would be increasing, rather than diminishing,
danger.
MR. VIDLER'S notions, so far as he has been
consulted upon this subject, still leave us to determine upon certain rules for the diameter of axles;
and, his objections to the increase in their length
and weight, do not discourage us from the hope of:
accomplishing this end hereafter.
The rud~e original sketches FIGS. I, II, III, it is
presumed, will place the errors of the high Coach,




31
now in use, viewed either travelling up, or down
hill, or on a plane, in a conspicuous light, and at
the same time support the projected plan.
Bringing again into view, the three-wheeled,
Bath Chairs, in order to support what has been
said of the effect, produced by the application of
certain powers to, and points of, the wedge and
cone; what would be the reply of the most ignorant
porter, if he were asked the difference between the
quantity of his power or momentum applied in
drawing from the front axle-tree, and that of pushing from his accustomed point on the back of the
vehicle?
I feel too much respect for the patentee, the Rev.
MR. MILTON, to offer any comparisons between
the advantages of the machine under contemplation,
and that, which he has so ingeniously offered to the
honorable Committee of the House of Commons, to
whom it belongs most properly to decide.
Finally, should these principles possess sufficient
merit or plausibility as in a reasonable time, and
under any circumstances, to insure their being
brought to the test of experience, the Author confides in a successful issue.
However fallacious the premises, and however
erroneous the deductions, it is said that " we tnust
not attack MR. WALKER."   And, yet, who could
forbear to exhibit the absurdity of the highly loaded
Coach which meets his unqualified approbation?
And who among practical men, will be found still
to persist in the error, after viewing the FIGS. J, U,
III, exposing so clearly the serious objections to
such a practice
MR. K. another gentleman of very distinguished
merit, insists that "the more the point of theaxle
is bent down, the better!"  If indeed.th Cose4,is
designed to sustain, a vast.weigh 0oqly; tent the
principle of the arch may be carried still farther.




3i2
So ioo, a nman who is bow-legged, possibly caln.beaf a greater weight than one, who is as straight as
an Indian; but how fallacious will such doctrineS
apear in a trial of their comparative swviftness'!
This gentleman also is an advocate for elevating the
load, as -far as possible, even to the extravagant idea.of its assuming the form of a column, erected upon
the floor, or platform, of a four-wheel Carriage I
Abdt in aid of this theory instances, a common
Waggon b-alling large trees from a bog; on which
occasion-the load is necessarily mounted aloft by
hiolsters, &c. &c. each end projecting fore and aft!
True!   But mark where lies the'deception! The
elevated load produces an effect, which, if not m-isconceived, is caused by the principle and power of',the Ietker!  Here then the ingeninty of those genternen might have been well emlnloyed, in contriving a mode for applying the efforts of the team
at the acting end of the lever, instead of the presenta
"point of traction, the rEsisting end; and after ef'feeiagtihis purpose, might not the fallacious contriVanoes for comibining the I f and draught have been
jpercmived?  Still pursuing such reasoning, how
gratifying would be the result of an experiment,
wherebv ithe real effect of suddenly stopping the
hind Wheels and continuing, the draft, until the trute
'line 'of t'raction was formed, fr-om  that Point of
)n'sista~zuce and contact on a plane, to the pointrot
d.taft; the horse's centre thence estimating the muli tlid, i and worse than useless, efforts towards prorai i  &eTrnhetion!  For it surelyis necessary to cornvrehe-nd the several causes, and effects of such
cases, before we can prove the improper point of
t   'iri!t -the splintev-bar': -after wvhich may we not
4necv'the hammering    of the 'fore Wheels on the'
ý a" reasol greater than an increased velocif,~
IbI the9ýe_  rinfas4 than the hind o0ts?;t;           -xr




OF LOADING.


WITHOUT being either a "Waggoner or Carter,"
every person at all concerned in Carriages, in,
fluenced rather by prejudice than reflection, insists
that the loads of every Carriage should be placed
as near as possible to the cattle. But, why or
wherefore, is asked of those best skilled in such
affairs? Has any one fully contemplated the combined powers of the lift and draught?  Does he
not perceive that by reason of a continued tendency
to lift, drawing from the axle-tree, the weight is
necessarily laid upon that point, that its pressure
may counteract such tendency? And, does not
the pressure thus Jixed neutralize the repulsive effect
produced by the efforts of the team upwards, from
the termination of the line of incidence? An effect
equally produced by placing the load on the after
axle-tree or fulcrum? Hence, is it not apparent
that, if the point of traction be from the line oJ
gravity, and adjusted to the centre of the cattle employed, still mindful of the principle of the wedge,
when once in motion, is not its impetus increased
consistently with its well defined and powerful properties? For, does not a wedge penetrate with
greater facility in proportion to its weight behind
the edge? And, is not its tendency to motion increased by its weight also? And, according to the
view I have formed of the theory of falling bodies,
that would seem to apply, in a certain degree, even
in the very oblique descent of the wedge principle,
here adopted. If these remarks have any claim to
attention, may not the Mail vehicle, designed, and


jI




34
exemplified in the drawing, be found to possess
some small portion of merit? And, if applicable
to such a Carriage, may not the same principles be
realized in the structure of every other, either for
pleasure or profit?
Ijow cr-uel and absurd then must it be, still to
persist in old errors and opinions, and persevere in
continuing to distress and worry the noble spirited
horse, by'requiring of him worse than useless and
continual exertions to jiGt by his action, whilst it
must be by his re-action he performs the task of
dragging along, however happily disposed, an oppressive burthen!
Is it not therefore manifest, that, by a judicious
arrangement of the load upon the frundation, or
platform, supporting its gravity, that portion which
is placed behind the after axle-tree, or fulcrum, peirforms the, operation of the lev'er from time to time as
obstacles occur, howi-ever minute, facilitating thereby
the purpose of Ifting  the front Wheels without.
Irnposing d(ead weight on the team, as in the usual
way of hitching the traces to the splinter-barP
Respectfully mindful of  lit. WALKER'S experiments and intwliigencc, I must crave the Reader's induigence and his pardon for further considering his
theory on the properties of the horse. And, since
perfection in science is not an attribute of humanity,
may it not be, that wlhilst advocating the form of
the shoulder, doubtless well calculated from which,
as a base, to drop a perpendicular, a just/icca*tion
is rather sougoht for the indiscriminate use'of the
collar, which long habit, or, unaccountable prejudice, seems to have confirmed?   Can it not be
equally maintained, that thejoints of the shoulders,
fprming the breast, by means of the several short
Joints, or levers, uniting and combining largeir
members of the frame into. a breast-work, where,
seeing that this macrinery is inore limited in its




aC/tion, a firmer and more irrisistible base is pi'o1
vided for the resistance necessary to be overcome?
And, if as before, a man, by adding his wveig-ht to
his other physical power, can pull more on a rope,
is it not a conclusive apology for reverting to an improved old fashioned breast-plate, at least for the
Wheel horses?
In order to ascertain the principle of the inclined
plane of three degrees, adopted -s the basis, and
here elucidated so far as to demonstrate its practicabiliti on the present occasion, a small carriage
and block, as per' Fie. VI, were provided; and a
pully too. Tfhis block, A, at first sight, would
seern to be a quadrant, or, in its profile, the fourth
of a circle. But, it lacks three degrees; and, these
are supplied by the aforesaid Carriage, or platformz,
upon four' Wheels, marked B, whose axles are cut
by the aforesaid line of graduated inclination.
When this block is placed with either of its plane
sides in fr-ont, or upon the 'fore axle, and consequently, the other, upon the platfornz, a true perpendicular will be found, formed from its summit
to the plane *on which the Wheels roll, C, C. In
this position, a given wleigh t was suspended " over
a pully," elevated to a proportionate point of the
supposed horse's cent)re; Ifiting from the axle (as
in the present Coaches). This wveight being unequal either to li/t or draw, the block was reversed; and the curved or arched side placed be-.tbre; the under side on the platformn as before:
this same " given" weight, upon the same pully too,
lput the Wheels in motion, pronmptly!
Next, to show the effect, and to prove the error of
springs acting laterally, or, crosswise, as in the samne
Coaches, the block was placed upon its curved face
or. side, crosswise. The before-mentioned weight,
and pully, the same; the Wheels were put in? motion: but, in proportion as the rockingr, or vibraF (42S


1




36R


FIGURE V1.




37
tion increased, so did its velocity diminish! Again,
the block was now, as in the former case, placed
upon its curved face, equidistant from either axletree; but, longitudinally. The weight, pully, &c.
in all things equally the same as in the other preceding cases; the Wheels were set in motion by the
weight. But, by minute attention, in that instant
of time, when the agent was discovered, so did the
disposition of the block, conforming to mathematical law, manifest a tendency to get behind the centre! And, equally proving the advantage obtained
by the inclined plane, counteracting that disposition, the velocity of the Wheels was increased to a
sensible degree: thus exemplifying a mode by which
action may be rendered in these cases less than reaction! From these considerations, may not the
wedge form, and the propulsive efect, contended
for throughout, receive a reasonable degree of
support?
This experiment teaches at the same time, that if
iron rail-roads for Trams or Waggons were raised,
or the track for the beast drawing them, were sunk,
so that his centre of draft was precisely level with
the front axle, giving him the aid of his weight by
undulatory motion, his power would be greatly increased. Wherefore the ox, drawing by the forehead as in Spain, or, by an inverted collar and
hames, is most appropriate. And, seeing that the
elephant is calculated to bear great weight, and that
his four feet being inclosed by right lines form a
square figure, so may the Wheels of these Trams or
Waggons run parallel. (If a doubt had been entertained of the great advantage sought to be produced, and continued by means of what is here
considered the propulsive effect, counteracting and
neutralizing at the least, that contrary " endeavour" which gravity is ever known to accomplish
in Carriages of the present construction, but more




38
particularly to be perceived by the elegant seasprings; this obstacle vanishes by the perusal of
" page 143 of the Appendix to the Third Report of
the Committee of the House of Commons, &c. &c.
&c," where MR. ORR not only flatters the pride of
the Author by condescending, and, as it would seem,
to have taken the hint from him; but confirms the
principle, by an "addition to what he had already
said in the M1emoir on Wheel Carriages;" the consideration of which said original Memoir had been
most acceptably committed to the Author by Sir
JOHN SINCLAIR; the honor of which had been
attempted to be compensated, by an humble submission of his own rude and unfinished, and desultory reflections, upon the same subject.)
But alas! how shall we dissipate that cloud which
envelopes the mind, or effectually combat an evil so
generally owned, and yet so feebly resisted! Can it
be hoped, that so feeble an instrument shall prevail,
as now dares to use the wedge to perforate, and the
lever to rend, that prejudice, which, for ages has been
rivetted upon the vulgar, and acquiesced in by the
intelligent? by those simple and common lights
which nature incessantly offers alike to the attainment of all ranks?  It may appear more presumptuous than discreet, unpatronised and isolated, thus
to attempt an enterprize, begun in doubt, pursued
under discouraging circumstances, and now thrown
upon the world, an unzprotected shivering bantling.
Yet, thankful for limited lights of science, and depending on the prevalence of truth, we shall trust
the issue to fair experiment. But, the Wheels roll
difJerent surfaces! And, to innovate upon philosophers, mechanics, and profound academicians!
temerity is a term too mild, to characterise such a
project.
Still preferring to reverence nature's more perfect
laws, and juster proportioned machines, to the se5




39
veral purposes for which these are designed, let us
in pitying the arrogance of those, whose superior
acquirements forbid them the use of what the
beggar enjoys, simply contemplate the horse, the
o0r, and the dog! Do either tread continually in
the same track?    The first cannot encounter a
bog so effectually with half the bulk, as the ox with
his cloven feet; expanding for the purpose of bringing as many points as possible into use, the better
to sustain his weight and pressure! Whilst for
similar purposes, the claws of the dog are so wisely
contrived, as to pass, and gain what shall be inaccessible, and impassible, by both the others! But
it may still be urged these same Wheels " will be
difficult to get, or drag out of the ruts "  It is a
sufficient reply to ask, how these ruts have been
made?  It may close these remarks, by insisting
upon a conclusion evidently resulting from Wheels
not running in the same track, that common and
reciprocal advantages will be derived, both to the
roads as well as WVheels.




CONCLUSION.


SPECIFICATION OF A PLAN FOR TIE CONSTRUCTION OF WHEELCARRIAGES IN GENERAL, UPON A PRINCIPLE INTIRELY NEW.
THE height of 'fore, or front Wheels of all Fourwheel Carriages, the length of their axle-trees, and
breadth of platform, or base in front, on which the
body, or load is intended to rest, or be supported,
may be, ad libitiun. The distance between the two
axle-trees, to be regulated according to the different
purposes and uses for which they are designpd, requiring longer, or shorter platforms, or bases; and
consequently an increased elevation of the hinder
Wheels, by having respect to the following particutars, thus-measure such requisite distance between
the front, and the hinder axle-tree; then elevate the
Wheels so as to form an inclination of three degrees from the centre of such hind Wheels, to the
centre of the front or 'fore Wheels. And their relative, and proportionate heights, will be thus respectively ascertained. The length of such hinder
axle-trees, and correspondent platform, or base,
may be known by drawing a straight line from the
centre of the front of such platform, or base, to the
end, or hinder part of such platform or base; then,
extend two other parallel right lines from the extreme points of the front, or 'fore part of such platform, or base, on each side of the aforesaid right
line, and expand the same from the commencement,
at the two extreme points of the front and width of
the platform, or base aforesaid, so as to obtain




A


--         I-j-i
F--






7I


7 .17 -



*                       /




'y                                                                 -----










*                       /




TO THE READER.


Other Plates and Drawings alluded to in
this Pamphlet, could not be prepared in time, from
the circumstance of their having been detained too
long in the Enrolment Office, where they may be
seen, as also in the Repertory of Arts: and, if
the present Treatise isfavourably received, another
Edition shall exhibit the whole Drawings upon the
Subject, together with certain additional Observations,




42
are aflixed; so tlat the Wheel horses attached
thereto, may with facility turn from side to side, in
concert with the pole and leaders; by this contrivance the one pair solely draw; whilst, by means of
the pole (the line of reflection) the others simultaneously lift and draw, and thus effect what is so
desirable, a combination of the powers of lift and
draft. Pole-pieces, or breast-chains are used to
hold back, and to guide such Carriages, in the
usual manner.
The axle-trees are to be constructed of wood, or
metal, according as circumstances may require. If
of iron, or other metal, to render them lighter and
equally strong, they should be hollow at the arms,
or, those portions of them, that rest in the boxes of
the Wheels, and on which the latter turn: into the
ends of them may be inserted screws with washers,
or other contrivances suggested, with or without
linch-pins, to confine the Wheels from running off.
And, at the other end, or shoulder, washers, or
other means may be adopted to confine the inner
surface of the shoulder, or inner box, from working
inwardly, and out of its proper position, in a manner similar to those at present in use.
In the formation and adjustment of the necessary
springs to all Carriages, whether for the Mail,
Coaches for the conveyance of a large or small
number of passengers, or pleasure Carriages of every
denomination and quality, having close or open
bodies, with four Wheels; the front springs must
rest for support on the bolster over the axle-tree,
and after-bar, or other pieces of timber, calculated
for the purpose of supporting springs in the usual
way; but these are to be curved, or arched forward,
projecting twenty-five degrees in advance of a perpendicular line, drawn through the centre of the
Wheel, on its axle,,that forms the base of a true isosceles triangle, described from the aforesaid project



43
ing point, to the top of the curve, or arch, where it
is intersected by the fore-said perpendicular line..
In this state, and position of the spring, it is understood to be at rest, the Carriage not being
loaded: leaving the space under the curve, or arch,
sufficient for the required flexibility, and propulsive
action of the spring. The body or platform of the
Carriage is to be supported by arms, or stays,
curved according to convenience, taste, or fancy;
attached to the platform under it, at that point
which is precisely perpendicular to the centre of the
Wheel aforesaid; whilst the hind spring may be extended from the front seat, within the body, so as
to support, and steadily preserve, the platform,
as nearly as possible, parallel with the line of inclination previously described: the projecting and
lower pointof such arm, or stay, to be united to the
projecting point of the spring, in the usual manner
of junction. In constructing the hind springs, for
the purpose of keeping a propulsive effect in view,
the necessary springs and arms are reversed ip their
mode of attachment to the several bodies; the platform, or the frame of the Carriage; and also in their
projection. These are to be fastened to the platform
beneath; the base of the spring, forward in its point
pf contact, must be precisely perpendicular over the
centre of the hind Wheel; extending the same to the
common line, on which the hinder part of the back
seat within, and that of the outside (see the plate)
have their bearing and united pressure; thence curving upwards t.o the line of inclination before-mentioned, they are to terminate under the front.part of
the back, and outside seats.; where, meeting with
the stays, branched from the frame of the hinder
part of the Carriage belqsy, and elevated to the aforesaid line of inclination, they are to be united, in the
usual way which' springs are, to stays or shackles,




44
Whence it will evidently appear that springs, so constructed, must inevitably produce propul-sive effects.
In"'order to check any sudden shtocks, lon(giudinally, or otherwise; but more particularly to counteract any extraordinary jerlks, or overstraining 1)
thne TVheel horses, tpon  the tractor,  a jointed
Uhhek-brace is attached to the front bar of the
hinder frame of the Carriaue, an-d ~fr,-ot of the jack,
'Pr stay, supp.qrting firmly thc hind spring, and exteniada to thv,platform, precisely at the point uncrlC(I
th~fiqre part Qf the Jront seqt, wievre it is united; iII
a mode'similar to that adopted in 1grasshoppersprings. "Or,' if, on trial, this cecck-bracc can be
iiia&ato aid tthe effect of springs a* the saic timuie;
W >jilf io such case answer a double purpose.
The profle or external figure of. a Carriage, designid for the:Mail Vehicle, is thus briefly e.xpIaincd.  Th,e foot-board wAY W  varied accordingrl
to fancy in p'.int of form, its width o-Le), the axletree, however, mnust be so regulated, as to allow
*uftcient space between the platformn and intcrior
end',of the hub, or nave of the Wheel, and elevated
ik -bit urn, beyond the tractor-, or point from nwhich
tibe Wbheel horses draw, wvhich is in a general view to
be at four fect above the plane on which they stand,
or travel;  but this point of traction must be varied
according to circumstances c,, denpending on the ce-ntre
of the higher, or lower cattle: and this rather by
altering tle height of the fore Wheels, thaon by any
other exedieut; a consjderatioi whicti is of the
first im portan ce.
The C.oachman's seat wust he wvide.enoughc for
tWo, el vated eightee inches above the line of, in-#
elsnation,an  et'ts, already noticed; the saawe may
Sacconpo4ated,i any manner,, as f   eboc aas a
pRpen~r eu1L r linm pa-ahle1 wish tlle, one aircad, enACtioned; lro,1, the centre oftheheel; e and fuormed




42;i
at twenty-on!e  iniches, more or less, as appearsillost
eligible, leaving all that space in advance of he said
last perpendicular line, to formi a boot for the
stowage of parcels, or other luggage. Tbis last
perpendicular line forms the front interior of the
body, and back of the.fr2ont seat.  The door, suf-1
ficiently wide, is hinged nearly to the above pqrpendicular line, an  opens at the end of it: one
11oiety of which eat, forms alternately a Ytel) that
foided uip supports the end of such moiety, by restip(u, on the sill of the door. T'he seat is in two di.
visions, united and supported in the middle, by a
perpendicular fixed framne, receiving and confining
an utnion-swri-cel, upon which to slide up and down
itn forining the steps, and restoring the sclat, by two
bolts under; forced by a spring, out of place, wheti
unfolding; and, in again, by folding" utp the step
(after having been thrown down and used as such);
which beingr then confined by a clamp, keeps the
bolts thus fIrced back into the upright frame, and
made to support the seat as aforesaid, by being
stepped on knobs or points on the sill.
The cushions arc divided, or jointed, like the
commnion mattresses; the person keeping his seat,
holds up the division of the -cushion, belonging to the
rising passenger, who opens the door and lets down
the step with great convenience and facility.  For
further particulars see the drawing.
The space forming the side, or wall of tie body,
furnishes space for a window; and the remainder
of such wail, or side, to be stuffed and lined as
usual, except as much as will admit of quarter
blinds, glasses, &c. (for ageonie bodies than this) as per
drawings; or, other forms, if preferred, may easily be
adopted. Tie windows in the doors, permitting the
hand to be put otit to open the door,, which is locked,
and made.perfectly safe from awcidentally flying
9pen, by the uneder part of the wip4ow, from which


il




46
a bolt projects into the opposite side. These walls,
or sides may be swelled out, and miadle to assume
any appearance, keepingcr in view the wedge form
base, on which they are erected. The hind seat
within the body,. forms a box for the Mail or other
purposes, the front part of it being extended to the
extremity of the platform behind, where it opens at
the termination of the same, an  rout part of the
outer seat; exposed to the eye M the guard, who
sits upon an elevated seat, hinged orjointed to the
end of the platform, or otherwise; the floor of which
additional fixture, extends one foot, more or less,
to a point, wherb a second joint, or hinge connects
it with another, but flexible support, united to the
stay on which the back-springs of the Carriage rest
(or as per plate). And, upon this additional base,
which forms a floor common to the passengers on the
outside seat, and to the guard, may be constructed
his scat, or otherwise; or, if for several persons,
equally w'ide, with the one in front of them; which
by the eavpa-ndcd /brfilm of the body, and, not being
stu1ffed or lincd, inay be capable, of containing three
or feur; whilast the'seats within, are calculated only
for twoo each.
The formi of the body in a profile view behind, is
curved, in order that by theprojection of the roof
over' the hinder outside seat, the heaIds of the passengeIrs, or the luggage, if substituted, may be de-,
fended from the weather. A aurtain dropped from
the point of su-.h projection in the roof, forms an
additional defence, and at the same time, an apron'
for the elevated guard, whose seat enables him to
see around him in every direction.
Among   other serious considerations for seating
outside passengers beloPw, is, the principle in this
inode of constructing Coaches, allows nothing ever
to, be.phced on the top of the Carriage; for who
eve'r freights a ship on the deck, instead of stowing




47
her cargo in the hold? In pursuance of the idea of
never permitting luggage, or persons to be placed on
the top, but wholly confining, as is evidently proper, (except imperials) the load to the line of draft,
as far as practicable, the principal framing, both of
the Carriage and the body, requires every degree of
strength, and consequently, must be relatively
heavy; whilst in every thing to be contrived and
adjusted above the line of inclination or bearing,
every respect possible should be paid to render the
body light. The roof therefore may be covered
with canvass, cotton, or other light fabric, varnished
over, or made water proof with Paqualon's patent
or any like composition.
It seems superfluous to remark, that the preceding
particulars being understood, various larger or
smaller Carriages may be constructed upon a similar plan, for whatever numerous uses they may be required. If for the purpose of conveying numbers,
as the present long, double-bodied, and extraordinary heavy Coaches, the scale being fixed by the
breadth of the front, and fore axle-tree, for three
persons to sit, the driver and two others (which is
improper); or, three, within, on the first seat; a
middle seat may be added holding three, or four, by
the sides of the bo'dy being made convex; the door
should open at the ends of this middle seat; which
divided into three equal parts; each terminating division would form alternately a seat and step, as before described: the back seat, lengthened by the swell
of the body, or expansion of the platform, will hold
four, and thus accommodate ten inside passengers,
Whilst, agreeable to the reasoning in the former case,
five may sit with their backs to the Carriage, outside;
and as many more, if so absurdly and improperly required, may be placed on a seat similar to the one
contrived for the seat of the guard, by increasing




48
its length.  And, if the hoot and box previously
d1escribed, be insufficient,' then may be appended to,
-and. under the hind axle-tree, if necessary, siblo.inlperia1s, ffor the accommodation of 4towilng lugy
gage.,,,, The same qbservatiOns equally apply in an
inverse ratio, for constructing the more reasonable
and proJitable lighter Cat'riage for two horses, or
for the draught of a single horse.
If the Author does not deceive himself by a too
great confidence in his conception of the lever, he is
not without a hope, that others will perceive its eI.
Jfct, hii a considerable degree thus applied, whenever
an obstacle shall shock and impede the fr-ont Wheels.
In such cases, the load being adjusted as previously
provided, if that axviom; be not controverted, uponWhich this conclusion is founded, wrill notAthat endtleavoisr of (,ri-avity to get be/tind the centre, act mU.
upon the after extremity of the llatform, the hind
axle-tree answvering as thefitacrumn, correspondentl v
lighten the pressure befire; and assist the Ijing
power of the cattle at the end of the pole?
The foregoing rremarks and directions are more
immediately and particularly designed for artizans,
in the constructing (Carriages for the counveeyrance oq
the JlMails, and all other Four-wheel Vehicles placedI
on springs, to assist them ini 6omprelendit](7g thie
proportions of the several parts; ye-t,, tbe' /)rinciples
will be regaarded in the nmanufacturinog or boilding of
every other kind of Carriages, in wN~hatever particular
they may apply. The common.road XVaggon of any
size, or for artny purpose, may be thus, constructed,
as relates to the6' a)'riage-part, by observing the
rules here laid down; whilst the base, or pla/Jorm,
may be fasteneddowrn to the framning of the front
an4d hinder axle-trees, in the usual way; upOn
which a body of any form nmay be raised as shall
bent answer the intended purpose:- keeping alwayA


S




49
in view, the principle of the wedge, the line of inclination, and the due adjustment of tke load, as
herein particularly described.
The method.by which all such Carriages hereia
are to be propelled or drawn, is precisely the samWe
as the one previously explained; except, that thi
tractor for the tongue, or Wheel horses, is to be
formed, at the same elevation from  the plane of
the road, by an iron triangular-tractor, whose base
is to be thefront of such Waggon, and.fastened to
the sides of the same by means of strong hooks and
eyes, or otherwise, ad libitum, so as to operate by
such means; and the point or angle, to which the
swingle-bar is attached in like manner, by a hook
and eye, is to lie (when acted on) precisely over
the centre of the junction, or embrace pf the po1a
with the futchels: thus producing simply an union
of draught, by means ot triangles, proj~ecting frotp
the true, and proper base, the load, or burthen
which is the subject of traction.
From ftlese remiarks and directions it appears.alW
Four-wheel Carriages, so constructed, will rolldifferent surfaces, and have different bearings on- the,
road, accordintg. to the elevation of the Wheels; the
highier ones, destined to bear the heavier., porfnpn,%
will have a. correspondent increase of, prewpe,ý
axle, &C. &c. as before stated. Reservingzfor'futunr,
consideration, general. rules, and particu l,,di-,
rections relative to JYhecl of a certain d~sesjipuil.,
it may here be proper to observe, thefront Wbqelft
of no Carriages need -be dished; but that with. the
view of providing an advantage now deemed it?9rtant in cowipwon practice,.the hind Whed1s, where
their breadtk..of pressure is ý18ufflcient Or,;4e~pu~ -
pose qf protecting.-the ni4ve. from collision 'Wt1!h~,
rims oif o0 rs, such W  ela may be a (iile 4iMh4j
so that the; periphery.of #ýj: Wheel sndei4q O




50
the nave, may project equally, or otherwise, as may
be found adviseable.
The common road Waggons, already described,
fnay be furnished with springs under the platforms
if desired, in the usual mode of fixing springs; but,
another kind of Waggons, and Carts,' entirely different and novel are to be constructed in the following manner,-the Waggon, in the principles, and
form, so far as respects the Carriage-part, will
differ little from the former: for it is to have the axletrees connected by a single perch in the middle, as
in the usual method of construction. The body however is to rest, and traverse longitudinally upon segments of circles, whose semidiameter is eleven feet;
which said segments are to be sustained by the means
of springs of various lengths, bolted down to the
frames of the several axle-trees in the usual way; or
upon blocks, bolsters, or other contrivances, sufficiently elevated for locking the fore Wheel oneeighth round without springs: these segmentts may
be of wood, faced with iron, or, of iron or other
metal solely; the front portion of these segments to
be contracted about one-third, so as to correspond
with the front and shorter. axle-tree; the remaining
two-thirds must be expanded so as to fall precisely
within, or upon the line of the wedge-form platform,
recommended in the former instances; both portions
of which are to be parallel to each other, opposite
and corresponding segments; which segments are to
Sbe divided into three equal parts; and, upon each,
three friction rollers; or, if found more eligible in
practice, instead of rollers, iron circular keels, like
skate-irons, may be adopted: in either, or both
cases, they will traverse upon the- segments or circular base; checked by means of the two ends of
the same before and behind; and two intermediate
Mp.; tthus dmitting. the body. to slidel backwards






51
and forwards, as the Waggon is going down, or up
hill, and preserving the floor of the same in ali
cases level.  Respecting the'length of the segneint9,
or circular base, it will be peculiarly necetssary tod
observe that the front end should be -not p rojected
beyond the periphery or rim of the front Wheel when
the Waggon is standing on a plane, and, of coursek
the body level.
The diameter of the said front Wheel is tdbe'
nearly the length of the first division, or third part
-of the segment, whilst the hind Wheel, or rather its
ntave, will be under the centre of the other twothirds of the aforesaid segments, and body. Upon
the top of these segments, about six inches deep,
will be a circular bar of union, corresponding with
the base, and attached to the stops previously alluded
to, and each extremity. The body, conformable in
shape to these segments, is to be furnished underneath
with iron plates fixed longitudinally, so to correspond with the base, and axles foi the friction rollers,
or skate-irons, upon which it moves, and varies its
position in'ascending and descending hills, always
preserving a level, if the ascent or descent does not
exceed fifteen degrees. The most adviseable length
for the level floor of the body, or the chord of the
arch, will be ten or eleven feet, upon which the
same may be raised and expailded laterally, and at
-the extremnities, in the usual way. The diameter 6f,the front Wheels, the standard of prop-ortion in other.instarwes, Inust be the regulating principle here.
-The lowe, however, these are, thd fatthor apaft
must consequent1i be the axle-trees, to' roise th.
floor sufficiently high for the draft of th Whe4
horses, and to keep the IQad above tatfer.
The mode of drawing in these W9AIIgM)ns, ass it
respects the Wheel cattle, derers frum the 't9er.,
that, instead of a singte trlactor, uiited by hodks' aht
eyes, fhe form is to be niearly r versed3 b  ut, it V






verses up and down by oval holes at the end, upon
5egments of circular irons, formed upon the eleveni
feet diameter also, the chord of which reaches from
the lowest point of the body, in front, to the'Idistance of twelve to eighteen inches above the centre
of the cattle, (say four feet) the inner part of which
is round or cylindrical: it may, however, be made
flat, and the hole of a different form, furnished with
a friction roller, stayed by a spring; whilst the outer
edge is jagged somewhat like a whip-saw, in order
that, by means of the same tractor, which is also
VxtendeId at the same time, like a light pair of'
4iafts, it may be backed upon, and the progress of
the Carriage, down hills, be retarded.  For by this
contrivance, the point of traction slips up and finds
its proper level, as the cattle ascend, and the load
consequently descend upon the base, till stopped at
its extremity. Upon a level, the point of tractioti
is precisely at the end of thp line ofgravity, or at
bottom  of the load. These principles and contrivances being understood, the use of the tractor will
be apparent, operating upon the front or jagged
face of the segment,'which it embraces, in backing,
down hills, producingthe desired effect, that of pieserving the load level.
In fixing these tractors, the centre of the front
part of the body must first be found, and then suflicient space allowed from  that,'to the Centre of
each horse on either side; thus the proper point "till
be ascertained, from whence to draw, and by which
to back and traverse. The shafts must be rendered
as light as possible, and adjusted to the size of the
animals wbich are to draw simnply by collars, hawnes,
and tuzvg,'or broad breast-plates'.  A fired breeching also ray be contrived, for thcr6 will be no occasionf'6r complicated harness, the   sh-afts ever
yielding to the action of the cattle, whether undu-.
8aitory,1 zigzOA, )oiorotherwise.  I 1 ii6rever will be




'53
requisite, by all means, to prevent dizvero'in o'efforts;
for this, like many other things too much neglected,
is highly advantageous, may be effected-by coupling
reins, and attention on the part of the driver.
In the form and construction of Trans, or iron
rai[-way Waggons, as these, from the circumstance
of their parallel tracks, cannot be in the wedgpform, a difference may be admitted. And it ia singularly curious, that analogy in nature is here observable. The elephant and the ox, by nctktre deem
signed for slow motion, and heavy burthens, have
their leigs and feet placed different from those of the
fleeter animals; and in their foot-steps, if inclosed
by four )right lines, each touching two footsteps,
little, if any, of the- wedgeftrm will be perceived in
the figure. These Trains, therefore, may be constructed upon axle-trees of equal length; and, as
there can be no' indentation, the periphery of the
Wheels, or rims, may be nearly equal. In all other
respects, the principles which have beei previously
explained will equally apply.
The front Wheels of the rail-way Wagon, or
Tram, must be six inches diameter, the hind ones
elevated according to what may le deemed a proper
length for the body, so as to preserve the three deg-rees ofinclination, observing that the front part
of the plattfrrm projects beyond the axle-tree no
further than even with the rim of the fore Wheel;
and, that in like manner, the hinder part be even
writh the rima of the hind Wheel. Theflrst beinig
built will furnish the ratio for the whole series intended to be constructed, and calculated for any
given power, the space between the first and second,
and every succeedintr  Tram must be fired: --ut this
must depend on the turnings in the road; because
of the necessary play, or liberty to be allowed:
fixed, however, it must be, when every successive
'Waggon is formed by the rule prescribed for the




54
first, elevating the successive Wheels, increasing'
the diameter of the axles, " as in all cases of
Wheels," and consequently the length of the bodies
or platforms, and in the height of the bodies, and
other respects, the mechanic may apply his skill to
render them sufficiently and proportionately strong,
and, at the same time, as light as possible. The
length of axle-trees must also depend on the width
of the road. The method of drawing is precisely
the same as directed for the Common Road Waggon,
except that, instead of a swingle-bar, and swingletrees, one only is necessarily attached to the end of
the tractor, affixed to an elevated point; and on
each side of the body equal to the centre of the
horse, or to the more appropriate mule. And if
the expence did not preclude the idea of realizing
such a scheme, a still greater improvement might
be suggested: which would be, to dig out a track in
the middle of the road, or to raise the tracks for
the Tram Wheels, and so sink the step of the mule
or hore, till his centre fell to a line with that of the
whole series of. axle-trees, to which the tractor
might be affixed: by which plan there cannot be a
doubt but great and increased effects would be
produced.
In the building of Carts, little need. be added to
the directions already given for Waggons. The
principle is the same as elucidated in the drawing;
and it will require little skill to adapt the shafts,
both for supporting, as in cases for the Gigs, the
Wheels, axle-tree, and frame; and also those inner
and smaller ones, by which to draw, and back,
alternately, according to circumstances.




GIGS AND CURRICLES.


THESE are to be hung upon similar springs, as
will be clearly understood by the drawings; or, the
springs may be under the shafts, or frame, as is at
present done with single or double grasshoppersprings; in which case, the springs represented will
serve to show the.form of stays; and the stays underneath, of course, will be then replaced by other
springs. But, the principle here claimed, is found
in the crank, upon which the improvement depends.
Whatever latitude may be construed as granted to
others in the stile, form, and external appearance
of the bodies of pleasure Carriages, a particular
one is reserved, as per imperfect drawing, together
with all and every improvement that the symbol is
susceptible of; this being an acorn, with leaves,
branches; and the tree itself, of which it is the
fruit; the allusion in all its possible lights, decorations, and representations, being particularly and
expressly excepted, and reserved.




,WHEELS AND AXLE-TREES.


THE diameter of all lWheels must regulate that
of their axles; one-eighth part of the former,
gives a proper proportion for the latter: the length
of the arm, or bearing of the axle within the box;
and the length of nave, in the clear, to be equal
to such diameter! The breadth of the rim of the
Wheels, or width of pressure on the road, precisely
the same with these. In Carriages designed to carry
loads exceeding three tons, these proportions may
be increased, even, to one-fourth. And, for lighter
Carriages intended for pleasure, and others calculated for great velocity, the bearing in the boxes of
thejirst class, may be diminished alike at each end
of the nave, even to one-half the ratio here given;
as also the tread or track thereof: because " velocity
diminishes gravity," and consequently the intensity
of friction! And if more enlightened minds, to
whom these remarks are most respectfully submitted,
should require a remedy for the lateral pressure
occasioned by declivous roads, which causes the Carriage to lean over on one side, so as to excite alarm;
it is at hand: nothing being required, than that such
declivity in the road, or hill side shall be reduced as
far as possible to less than fifteen degrees of inclination. In all things relative to these important
parts of a Carriage, the true cylinder is to be observed. The dishing of Wheels, as before specified,
may be supported from a fact, and the consideration, that horses that are little cat-hammed; or,


5




57
whose hocdks f end indi rgd-; or, knock.kneed, ar
most acfite, and are firmer on their feet, tban animals haviug straighter liatbs.
The thepry and comparative advantages of Wheels
according to -their relative height, so satisfactorily
demonstrated by -M. Cu 1aIG, in his report laid
before Parliament, serves to justify a preference of
the smaller; and will doubtless reader the one here
specified, worthy of consideration. It consists of
eleven wooden spokes, and as many sections of
circles of cast iron; and an equal number of wood,
or iron only: the joints, or union of these, are
broken in like manner as those of brick-work. The
section point of the wooden ones meeting.in the,
centre of the others; fitted into sockets, in the bottom of which, are thin wedges left in the casting,
receiving the foot of the spoke which is iaeerted in
the form  of a lozenge, between the meetings or
nicely jointed wooden segments.
Those of cast iron, meet in the middle of the
others; in the centre of each end is left alsp in the
casting, a nicely formed semi-lozenge-shaped space
for the passing of a correspondently formed wedgebolt, accurately made of wrought iron, a very
small portion larger than the two semi-lozengeshaped spaces, in order that by means of a nut and
screw at the end, passing through the-wood also,
and nicely fitted, the nut and the head of the bolt
may bejorced home, or very nearly so; leaving it
to time to adjust all those inequalities, which are
inseparable from any combination of several parts
in machinery; and thus render the connexion of the
whole, more compact and firm.
The structure and proportions of the vave and
axle-tree, it is hoped will be comprehended by an
inspection of the drawings, and the use of their
2ommon. scale, in addition to the preceding descrip-:ion. The sockets of this, as well as those of the
T




58
rim, are furnished with wedges to receive the heads,
or upper end of the spokes, which are in like manner accurately fitted: observing, that these sockets
laterally embrace the spoke higher up, as will be
evident from the section of the nave and axle, thereby additionally contributing to confine and corroborate the whole complicdted machine, simply by the
application of the powers termed the lever and
the wedge.
The diameter of this is appropriated for the fore
Wheel of a light Coach; whilst, from an ignorance
of the proportionate quantum of the necessary materials; and a still more aukwardness in the art
of drawing, these are evidently large enough to be
reduced either for a fore Wheel aforesaid, or even
for those of a Cart, capable of bearing seven tons;
i in which latter case the diameter of the axle will be
enlarged to one-sixth or one-fourth, instead of oneeighth.


0




ROAD SCRAPER AND EARTH PORTER.


AMONG other designs for a practical application of the powers of the lever and wedge, a
rude drawing with the legal specification, will
explain a machine with' four Wheels, denominated a " Road Scraper and Earth Porter,". contemplated to be drawn by a yoke of oxen in preference to other cattle; and two persons only: the
simplicity of which contrivance, it is to be hoped
will induce those whose peculiar purposes it may
serve, to give it a fair trial. It is calculated, as
from casual observation it was conceived, to scrape
or shovel up any accumulations of semifluid or loose
matter necessary to be removed, more especially
from flat and level roads, such as from Knightsbridge to Turnham-green; or, in the formation of
roads, or other like purposes after the plough, or
other mode of loosening the earth to be removed.
The shovel is commanded by one person holding
a lever behind, similarly disposed as the one to the
harrow; whilst another lever serving the double
purpose of a pole or tongue to which the cattle are
attached, conducted by another person, is alternately made to act in concert with those behind,
elevating the shovel aforesaid, when by progressing
its wedge principle, it becomes loaded. In this situation it is preserved by a bar or handspike rested
on the pole aforesaid, with the side chains simply
thrown over its ends. And, when drawn aside to a.
given deposit, it is discharged with great facility.




60
It remains to be seen, whether this mode will not
effect greater advantages, than twenty-five men, as
were observed employed early in December 1809,
upon the road aforejaid, for the same. purpose.
This design, moreover, may be extended to Carriagesfor feld artillery, as may be more perfectly
comprehended by an inspection of the specification
and drawing aforesaid.
COMBINATION TRACTOQL
THIs is more particularly requisite for Carriages
drawn by a sitngle pair of horses; it is to be formed
of iron rods neatly wrought, projecting upwards
-from each end of the bolster, where it must be
loosely jointed, and elevated so as to meet at two
feet distance, more or less, from. the bed-pin, the
bar or rod to be Bine inches in length suspended
fromn, and in like manner loosely jointed. under the
foot-board, upon the lipe.of seats; thus forming a
firm and stiff angle, froum which by means of.an eye
the,tein are to draw by swingle-trees. The two lower
parts of this triangle contrivance may have intermediate joints, so as to play in concert with those before described freely, according to the flexion of the
springs, and undulatory motion of the horses, thus
combining the lift and draft, answer all the grand
desiderata in the long-agitated, and truly important
questions respecting levation and traction.
FINIS.


G. WOODrALL, Printer, Paternoster-row, London.








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