[Fig. 1194.] is a plan or horizontal view of the fore part of a carriage, intended to be drawn by horses, showing the fore wheels in their position when running in a straight course; [fig. 1195.] is a similar view, showing the wheels as locked, when in the act of turning; [fig. 1196.] is a front end elevation of the same; [fig. 1197.] is a section taken through the centre of the fore axletree; and [fig. 1198.] is a side elevation of the general appearance of a stage-coach, with the improvements appended: a, a, are two splinter-bars, with their roller-bolts, for connecting the traces of the harness; these splinter-bars are attached, by the bent irons b, b, to two short axletrees or axle-boxes c, c, which carry the axles of the fore wheels d, d, and turn upon vertical pins or bolts e, e, passed through the fore axletree f, the splinter-bars and axle-boxes being mounted so as to move parallel to each other, the latter partaking of any motion given to the splinter-bars by the horses in drawing the carriage forward, and thereby producing the locking of the wheels, as shown [fig. 1195.]; and in order that the two wheels, and their axles and axle-boxes, together with the splinter-bars a, a, may move simultaneously, the latter are connected by pivots to the end of the links or levers g, g, which are attached to the arms i, i, which receive the pole of the coach by a hinge-joint or pin h; the arms i, i, turning on a vertical fulcrum-pin k, passed through the main axletree, f, as the pole is moved from one side to the other.
The axles o, o, are firmly fixed into the naves of the wheels, as represented in the side view of a wheel detached, at [fig. 1200.], the axles being mounted so as to revolve within their boxes in the following manner:—The axle-boxes, which answer the purpose of short axletrees, are formed of iron, and consist of one main or bottom plate l, seen best in [figs. 1200.] and [1199.]; upon this bottom plate is formed the chamber m, m, carrying the two anti-friction rollers n, n, which turn on short axles passed through the sides and partition at the upper part of the chambers. These anti-friction rollers bear upon the cylindrical parts of the axle o, of each wheel, and support the weight of the coach; p, is a bearing firmly secured in the axle-box to the plate l, for the end of the axle o, to run in, the axle being confined in its proper situation by a collar and screw-nut on its end; e, is the vertical pin or bolt before mentioned, upon which the axle-bar turns when the wheels are locking, which bolt is enlarged within the box, and has an eye for the axle to pass through, being firmly secured to the plate l, and also to the sides of the box. [Fig. 1200.] is a plan or horizontal view of an axle and its box, belonging to one of the fore wheels; a piece q, is fixed to the under side of the main axletree, which supports the ends of the plates l, and thereby relieves the pins e, e, of the strain they would otherwise have to withstand. The axles of the hind wheels are mounted upon similar plates l, l, with bearings and chambers with anti-friction rollers; but as these are not required to lock, the plates l, l, are fixed on to the under side of the hind axletree by screw-nuts; there are small openings or doors, which can be removed for the purpose of unscrewing the nuts and collars of the bearings p, when the wheel is required to be taken off the carriage, when the axle can be withdrawn from the boxes. If it should be thought necessary, other chambers with friction rollers, may be placed on the under side of the plate l, to bear up the end of the axles, and relieve the bearing p. In order to stop or impede the progress of a carriage in passing down hills, there is a grooved friction or brake wheel t, fixed, by clamps or otherwise, on to the spokes of one of the hind wheels; u, is a brake-band or spring, of metal, encircling the friction wheel, one end of which band is fixed into the standard v, upon the hind axletree, and the other end connected by a joint to the shorter end of the lever w, which has its fulcrum in the standard v; this lever extends up to the hind seat of the coach, as shown in [fig. 1198.], and is intended to be under the command of the guard or passengers of the coach, and when descending a hill, or on occasion of the horses running away, the longer end of the lever is to be depressed, which will raise the shorter end, and, consequently, bring the band or spring u, in contact with the surface of the friction wheel, and thereby retard its revolution, and prevent the coach travelling too fast; or, instead of attaching the friction brake to the hind wheel, as represented in [fig. 1198.], it may be adapted to the fore wheels, and the end of the lever brought up to the side of the foot-board, or under it, and within command of the coachman, the standard which carries the fulcrum being made to move upon a pivot, to accommodate the locking of the wheels. It will be observed, that by these improved constructions of the carriage, and mode of locking the patentee is enabled to use much larger fore wheels than in common, and that the splinter-bars will always be in the position of right angles with the track or way of the horses in drawing the carriage, by which they are much relieved, and always pull in a direct and equal manner.
A manifest defect in all four-wheeled carriages, involving vast superfluous friction, is the small size of the front wheels; a defect which has existed ever since Walter Rippon made “the first hollow turning coach with pillars and arches for her majesty Queen Mary, being then her servant,” until the railroad era, when our engineers remedied the defect by equalizing the wheels, at the expense of another defect—sacrificing the power of turning, and thus producing great lateral friction; whence a train of evil consequences result:—necessarily increased strength, and consequently increased weight of the carriages; increased power and weight of the engine to draw them, and overcome the friction; and, of course, increased strength of rails, and greater solidity of railway.
These defects are at last remedied by an invention patented by Mr. William Adams, author of a work entitled “English Pleasure Carriages.” Instead of placing the perch-bolt, or turning centre, as is commonly done, over the front axle, he places it at a convenient distance between the front and hind axles; so that when turning the carriage the front wheels, instead of turning beneath the body, as is common, turn outside of it, and the driver’s seat turns with them; thus giving him a perfect command over his horses in all positions, instead of the usual dangerous plan, which renders a driver liable to be pulled off his box by a restive horse, when in the act of turning. A carriage constructed on Mr. Adams’ plan may also be driven round a corner at full speed, without any risk of overturning, as the weight is equally poised on the axles in all positions. It is well known that the oversetting of stage coaches usually takes place when turning a corner, the momentum urging the vehicle in a right line, while the horses are pulling at an angle. By the new arrangement the front wheels may be made equal to the hind ones, or of any desirable height, and at the same time the body may be kept as low as may be thought convenient, even almost close to the ground, if desired. Thus two important objects, hitherto deemed incompatible, are combined—high wheels and a low centre of gravity. These carriages are therefore essentially safety carriages, while the friction is reduced to a minimum. The principle, in its various modifications, is applicable to every variety of carriage, both those of the simply useful kind, and those where beauty of form and colour are prime requisites.