Improvements in Locomotive Engines, and the Application of Motive Power thereto and therefrom.
Year: 1894

page_text: Date of Application. 14th Dec., 1894
Complete Specification Left, 14th Oct., 1895-Accepted, 7th Dec.,
1895
PROVISIONAL SPECIFICATION.
Improvements in Locomotive Engines, and the Application of
Motive Power thereto and therefrom.
I, JOHN WILLIAM WILLANS, of Dolforgan, Kerry, Montgomeryshire, Civil
Engineer, do hereby declare the nature of this invention to be as follows:-
This invention refers to a combination of motors in one locomotive engine; and
has for its object the production of an engine such as may be driven on a portion
of the line or railway by one motive force, and on another portion of the line by
the other motive force; it being intended to use the motive forces according to
the requirements of the line, that is to say, one motive force in the open, and the
other in the tunnels or other confined spaces; or if need be both forces when the
surroundings suit and require it.
The motive powers to be used and combined in this invention are steam and
electricity; so that steam may be available for the open; and electricity for the
tunnels, with the main object of keeping these latter free from smoke and fumes.
Likewise the important alternative of using either or both-in case of urgent
need has been kept in mind.
I accomplish my objects as follows:-
I use a locomotive engine complete with its steam boiler, cylinders, et cetera ;
and on such parts of, and such number of axles as are available, I mount the
armatures of electric motors, the corresponding field magnets and other accessories
being arranged to suit. The electric current is conducted along such part, or
parts (or if need be along the whole) of the line on which the engine is to be (or
might be required to be) run by electricity, a suitable collector being arranged to
gather up the current (or not) at the will of the driver.
It is intended that the steam boiler shall be well fitted with dampers-if necessary
both below the fire and in the smoke box-so as to effectually prevent the access of
air to the fuel, and so prevent combustion, and the emission of smoke or fumes
therefrom, in tunnels or other underground-railways.
The starting and regulating gears of both motors are brought within reach of
the driver, as usual on the footplate of a steam locomotive engine.
In some cases it may be desirable to retain certain wheels and axles for steam
propulsion only, and use the other wheels (preferably of a smaller diameter) for
the electrical energy.
In this arrangement the frame bearings of the electrically
driven axles could be placed outside the wheels, so as to leave the greatest
available space along the axle and between the wheels for the armatures, com-
mutators, et cetera. A further advantage in this arrangement arises from the larger
wheels being better suited for steam propulsion, whilst the smaller wheels lend
themselves better to the higher speeds suited to the armatures of electric motors;
and these latter wheels would further allow a greater number of electrically driven
axles to be arranged in a given length of engine wheel-base.
In all cases suitable arrangements are made on the foot-plating to give access to
the electrical machinery, whether such be arranged singly, or in sets, at the front
or the trailing end of the engine, or both; and further, as far as possible, all the
lower portion of the electrical machinery is boxed in, so as to protect it from dust
and dirt thrown up from the roadway.
•
In order to keep the armatures as cool as possible the heat, from the fire. box

page_text: will be suitably baffled off from any neighbouring motor by the interposition of a
non-(heat)-conducting medium.
It is not intended to shut up or damp down the fire for a longer time than is
necessary; but in cases where the heat has to be cut off for an inconvenient length
of time recourse may be had to petroleum.
Cases may arise in which it will be better to use petroleum solely as the fuel for
steam raising, and I then propose to cut it off entirely when the electric portions
of the line are entered and that energy used; thus getting rid of the hot gas and
fume difficulty when under ground.
Dated this 13th day of December 1894.
WM.
SNOWDON,
9 Old Bank Chambers, Leeds, Yorks, Agent for the Applicant.
Improvements in Locomotive Engines, and the Application of
Motive Power thereto and therefrom.
I, MARY LOUISA WILLANS, of Dolforgan, Kerry, Montgomeryshire, Widow
and Executrix of John William Willans, of Dolforgan, Kerry, Montgomeryshire,
deceased, do hereby declare the nature of this invention and in what manner the
same is to be performed, to be particularly described and ascertained in and by
the following statement:-
This invention refers to a combination of motors in one locomotive engine; and
has for its object the production of an engine such as may be driven on a portion
of the line or railway by one motive force, and on another portion of the line by
the other motive force; it being intended to use the motive forces according to the
requirements of the line, that
in the tunnels or other confined spaces; or if need be both forces when the
to say, one motive force in the open, and the other
surroundings suit and require it.
The motive powers to be used and combined in this invention are steam and
electricity; so that steam may be available for the open; and electricity for the
tunnels, with the main object of keeping these latter free from smoke and fumes.
Likewise the important alternative of using either or both-in case of urgent
need has been kept in mind.
I accomplish my object as follows
I use a locomotive engine complete with its steam boiler, cylinders, et cetera ;
and on such parts of, and such number of axles as are available, I mount the
armatures of electric motors, the corresponding field magnets and other accessories
being arranged to suit. The electric current is conducted along such part, or parts
(or if need be along the whole) of the line on which the engine is to be (or might
be required to be) run by electricity, a suitable collector being arranged to gather
up the current (or not) at the will of the driver.
It is intended that the steam boiler shall be well fitted with dampers-if necessary
both below the fire and in the smoke box-so as to effectually prevent the access of
air to the fuel, and so prevent combustion and the emission of smoke or fumes
therefrom, in tunnels or other underground-railways.
The starting and regulating gears of both motors are brought within reach of the
driver, as usual on the footplate of a steam locomotive engine.
In some cases it may be desirable to retain certain wheels and axles' for steam
propulsion only, and use the other wheels (preferably of a smaller diameter) for
the electrical energy.
driven axles could be placed outside the wheels, so as to leave the greatest availablé
In this arrangement the frame bearings of the electrically
space along the axle and between the wheels for the armatures, commutators,

page_text: et cetera.
A further advantage in this arrangement arises from the larger wheels
being better suited for steam propulsion, whilst the smaller wheels lend themselves
better to the higher speeds suited to the armatures of electric motors; and these
latter wheels would further allow a greater number of electrically driven axles to
be arranged in a given length of engine wheel-base.
In all cases suitable arrangements are made on the foot-plating to give access to
the electrical machinery, whether such be arranged singly, or in sets, at the front
or the trailing end of the engine, or both; and further, as far as possible, all the
lower portion of the electrical machinery is boxed in, so as to protect it from dust
and dirt thrown up from the roadway.
In order to keep the armatures as cool as possible the heat from the fire box will
be suitably baffled off from any neighbouring motor by the interposition of a non-
(heat)-conducting medium.
It is not intended to shut up or damp down the fire for a longer time than is
necessary; but in cases where the heat has to be cut off for an inconvenient length
of time recourse may be had to petroleum.
Cases may arise in which it will be better to use petroleum solely as the fuel for
steam raising, and I then propose to cut it off entirely when the electric portions of
the line are entered and that energy used; thus getting rid of the hot gas and fume
difficulty when underground.
In order more fully to explain the invention reference is made to the accom-
panying five sheets of drawings.
Fig. 1 (Sheet 1) is the leading half of a side elevation of a combination locomotive
fitted up in accordance with this invention; whilst Fig. 2 (Sheet 2) is the rear half
of the same, shown, for want of space, on a separate sheet.
Fig. 3 (Sheet 3) is a plan of a leading double-axled electric motor bogie, corre-
sponding to Fig. 1; and Fig. 4 (Sheet 3) is a plan of a single-axled electric motor
bogie, as shown in Fig. 1.
Fig. 5 (Sheet 4) is a transverse sectional elevation corresponding with Figs. 1
and 3; and Fig. 6 (Sheet 4) is a transverse sectional elevation corresponding with
Figs. 1 and 4.
Figs. 7 to 14 represent (diagrammatically) in longitudinal elevation, a series of
arrangements of combination locomotives, which show the disposition of the larger
steam-driven wheels, side by side with the smaller ones for the electric motor
bogies.
Hereinafter the word motor refers to the electric motors.
The same letters refer to the same parts in all the figures.
The drawings throughout, which are in many places more or less diagrammatic,
show no more than is necessary to explain the invention, and for explanatory
purposes here and there break off into special sections.
A. A, see Figs. 7 to 14, are the steam driving wheels, and A' the main frame;
B the bogie pivots, and B1, B2, and B, are the wheels of the single, double, and
quadruple motor bogies, respectively; C and C¹ the smoke box and screen; and D
and D' the fire box and screen.
The engine shown in Figs. 1 to 6 inclusive-whose wheel base arrangements
correspond with diagram Fig. 10-is, as far as the steam driven portion goes, a tank
locomotive, with outside cylinders having valve boxes and valves worked by outside
valve gear, say, for the sake of example, on the Joy system. This arrangement
leaves the comparatively cool and airy space inside the frames to be occupied by
the leading motor bogie, here a double one. Any other class of outside valve gear
may be used, such as the Walscheart, or any leaving the inside space clear for the
motors. Head room being required under the smoke box for the motor magnets,
the necessary space is given, and, between this and the bottom of the smoke box
itself, an intermediate space C₁ is left, which may be fitted up as a screen to
protect the magnet coils from the smoke box heat. By a judicious disposition of
the plates, etc., forming this screen, the strong bracing requisite at this part of the
engine between the cylinders is not interfered with. The steam from the cylinders

page_text: exhausts sideways, into the blast pipe, which in this case must be fitted with a
two-way valve, for the purpose of directing the exhaust stean, at will, into the cold
water tanks. In the approximate sketch given of this in Fig. 1, F is the exhaust
branch from the cylinders, F¹ the directing valve, F2 the pipe to the cold water
tanks, and F3 the blast orifice, which may be fitted with a change of top as shown
at F, to give a soft or heavy blast, at will, for liquid fuel burning, etc.
The fire box D, is fitted for buruing oil, or other liquid fuel, (hereinafter called
oil) and, in order that solid fuel may be also burnt, with fire bars in addition.
G is an oil sprayer (there may be two, or more, as required) fed with oil from the
rear tank G, and with steam through a pipe G2 (not further shown) drawing dry
steam from the dome. The fire box D has a fire brick bridge H, and lining H¹,
with a special view to oil burning, together with a baffle plate H². Above the oil
tank G' the solid fuel box may be arranged, a pipe running through it for replenishing
the said oil tank.
Carefully fitting dampers, D2 and D³, are placed at the front and back of the ash
pan, in order to shut off the air very completely from the fire box; the firing door,
as well as the oil spraying openings, being controlled in like manner; with further
dampers added, if necessary, in connection with the chimney. The usual steam
whistle, steam actuated air brakes, and the like, are to be fitted, and the exhaust
pipes from the brakes, etc., led (as an alternative) into the cold water tanks.
The steam regulator handle will occupy the usual central position, with the
reversing handle on, say, the right hand. Here also will be the main electric
switch board J (connected by suitable wires to the electrical collector) fitted with
a main switch or switches, for stopping, starting (passing the current through
suitable resistances), and reversing. There may also be an ammeter, etc., so that
everything necessary may be ready to the driver's hands. To avoid complicating
the drawings certain of the subordinate parts are not shown, as they will be readily
understood from this verbal description.
The manner in which the current of electricity may be led to the engine is not
important; but a conductor is supposed to be laid on the ground between the rails.
Collectors being arranged to suit, as at J13. The rails may form the return
circuit and their joints would then be suitably arranged to meet the requirements.
The current is led to the switch board J beforementioned, and then to the motors
as required. Preference is given to an arrangement of starting-switch whose
backward and forward movement correspond to the back and fore gear positions of
the steam reversing handle, as being less liable to lead to confusion in starting. In
the diagrammatic arrangement of switch shown in Fig. 2 the current is led, from the
collector, or collectors, round the magnets-supposing them to be series wound-to a
positive pole Jon the starting handle. When all current is off the starting
handle stands in mid position, like the reversing handle. When the handle is
pushed forward the current is laid on, through gradually decreasing resistances, in
connection with the terminals J2, J3, J and J, to the "forward" brushes, the
return current being brought back through the quadrant terminal Je to a negative
pole J on the starting handle, and thence to "earth." When, on the contrary,
the starting handle is drawn back, the current is laid on through the quadrant JB,
connected with J to the opposite brushes (so reversing the current to the
armatures) and the return current is brought back (through the one set of
resistances provided which are connected with J, J10, J, and J12,) to the
opposite pole J. on the handle and so to "earth."
Such a switch would of course require modification to suit differently wound
motors. The value of the arrangement lies in making the two reversing handles,
steam and electric, move in a common direction, in order to avoid any possibility of
confusion.
The motors are, under this invention, arranged as far as possible, on spare bogie
axles already necessary for spreading the weight of the steam locomotive. The
desirability of not unnecessarily adding weight, or increasing the rigid wheel base
has been kept in mind.

page_text: This plan of mounting the motor wheels in bogie fashion leads to desirable
variations in the arrangements of the wheel base, as shown in Figs. 7 to 14; where
each bogie wheel shown is supposed to have an armature on its axle, with a
horse-shoe magnet (diagonally arranged) actuating it.
Fig. 7 shows a leading quadruple-motor bogie, with the magnets pointing out-
wards; ample room for the bogie pin being thus allowed at the centre; the coupled
wheels behind are those steam driveu; an objection however to this arrangement
is the length of the bogie wheel base.
Fig. 8 is a similar arrangement with a double motor bogie, but these motors
alone may prove insufficient for heavy work.
Fig. 9 shows a leading double-motor bogie with the magnets turned inwards,
with a third motor arranged as a single motor bogie (referred to later) at the
trailing end.
Fig. 10 shows a leading double-motor bogie, with the magnets turned inwards,
compactly arranged so as to leave sufficient central space for the swivelling pin ;
this forms a very desirable arrangement as it throws the weight of the magnets
inwards towards the swivel; and, where the wheel base is carefully planned, space
is left for the wheel of a single-motor-bogie, in the rear of the leading bogie, and
in front of the driving wheel as shown. The same arrangement of single-motor
bogie shown in Fig. 9 is again applicable to the trailing end of this same locomotive,
as shown. Hence four motors may be (as here) arranged in a comparatively short
length, and with no rigid wheel base except that of the steam driven wheels, so
long as the multiple wheel bugie is arranged with pivots yielding sideways, and
with righting springs, snugly arranged as described hereinafter.
Fig. 11 shows a double-motor bogie both at the leading and trailing ends of the
locomotive, the compactly planned inwardly pointing magnets being a valuable
arrangement at the trailing end, as by this disposition the near coils are as far off
as possible from the heat of the fire box.
Fig. 12 is similar to Fig. 11, except that there is only one steam driven axle
shown. In many cases this one axle might not serve for adhesive purposes, but
where it did an advantage would arise to the electrical portion of the machinery
due to the absence of friction from coupling-rods.
Fig. 13 shows, how, having arrived at a satisfactory mode of arranging a trailing
double-motor bogie, an inside cylinder arrangement can be used as an alternative
to those hitherto explained with outside cylinders and outside valve motion.
Fig. 14 shows how a third single-motor bogie may be arranged in front of
inside cylinders as shown in Fig. 13, the pivot being fixed under the cylinders
as shown.
In all these arrangements the brakes are supposed to be on the steam driven
wheels, as it is undesirable to complicate the motor bogie wheels with brakes.
Screens D', to baffle the heat from off the magnet coils and armatures, should
be arranged in all cases where rear motor bogies are used.
The leading bogie with two axles, each carrying a motor, shown in Figs. 1, 3
and 5, is arranged with outside frames, springs, and the like, so as to leave all
possible inner space for the motor itself. Although any suitable motor will answer
the purpose, preference is given to the class shown-as fixed magnets only lead to
the trouble of mounting Hexible armatures, in order to meet the ever varying
positions due to the action of the main springs.
The armatures are arranged as shown at K and the magnets K' are harnessed
to keep their poles true therewith by bearings K2 at the ends of the harness
frame K. To this frame, which may be arranged in any convenient way, and
have supplementary supports, the brushes leading the current to the commutator K
are fixed, flexible wires allowing the bogie to swivel as desired. The magnets and
their harness may be supported at any position on rocking links L, or the like, so
as to take any desired portion of their weight off the guide bearings on the axles.
The whole of the lower portion of the motors inside the wheels should be encased
for protection from dust; and air, free from dust, may be led down to the

page_text: armatures, etc., from open mouthed pipes above, such as that shown in Fig. 1 at M;
the shield should protect or encase all inside the wheels.
The foot plating at N between the main frames opens up for access to the front
motor. The bogie pin B, together with its yielding parts are shown arranged at a
safely low point, a cross frame P', well spread out at its ends-preferably of steel-
binds the bogie frames, P2, P2, together; and is further arranged to allow a
lateral movement to the bogie pin, with righting springs, for bringing it back to
the centre, compactly arranged as at P³, P³. Corner stays at the front and back
of the bogie frames also stiffen them at the top. As it is desirable, when lifting
the engine off its wheels for repairs, etc., that the upper framing Q connected with
the bogie pin, should draw away clear of the motor bogie; the frame Q stretching
across the main engine frames R, below the smoke-box, and down to the pin B, is
huilt up, say, of wrought steel plate and angle irons, with as narrow a cross-
section at Q as possible, so that, in drawing away, it may clear the inwardly
turned magnets.
In Figs. 1, 4, and 6, a mode of arranging a single-axle motor bogie is shown;
here there are no outside frames, the bearings K2, inside the wheels, serving both
as the weight-bearing journal and that for holding the magnet haruess K³ in true
concentric position with the armature. Above the bearings (which must be fitted
with lubricators in main journal style) on each side are shown spiral spring K³,
which reach up to an. overhead frame K, which extends across from side to side
and bears against the bottom of the main frame. The upper cross frame is
attached to the magnets, at the back, by bars K', which are sufficiently elastic to
allow the springs freedom of action--or as an alternative these bars may be
hinged. This upper frame is held in its central position by springs shown at K³, K³,
in Fig. 6. A universal pivot L' (a ball joint would do) fixed on a cross frame L³
at the back of the magnet allows the bogie the requisite freedom of play. By
arranging the pivot further under the magnet and nearer the journals a greater
part of the weight may be thrown on the main frame.
This
In Fig. 2 a trailing single-axle motor bogie is shown, in all respects the same as
that last described; a screen at D' is placed to arrest the heat from the fire box,
which screen may be allied with the front end of the casing against dust.
casing is not shown, but it should protect or encase all inside the wheels. Over-
head a part of the foot plate should lift for access to the motor, and the motor
below may have an air tube similar to that at M.
As the usefulness of this invention is connected with the elimination of smoke
and fumes in underground railways arising from engines which may be supposed
to have brought trains from the suburbs of a city by steam power, it will be well
to follow such a case throughout. The steam would be raised, previous to the
engine going on duty, either by oil sprayed, &c., by steam from another boiler;
or by solid fuel kindled on the firebars in the usual way.
If the solid fuel were free from sulphur there would be little or no occasion for
liquid fuel and all that would be necessary would be to enter the underground
section where the electric mains would be laid-with bright incandescent fuel on
the firebars, but the present, plan supposes the last part at least of the journey to
be made with oil by way of getting rid of all sulphurous cinder, etc. Here, at the
entrance to the tunnels, the oil would be turned off; and, all being in motion the
steam also; the dampers would be closed, shutting off all air from the fire box;
and the motors started. In order to keep the cylinders and valves properly
lubricated a little oil laden steam would be passed through them and the vapour
taken to the cold water tanks. In any case it will be desirable to arrange for the
pistons to have vapour to churn over when running idle, which may be done by
opening a communication, with the front and back ends of the cylinders: The
brakes used for the stop would be steam actuated, and their steam would be
condensed, in the cold water tanks as before mentioned. Whistling would also be
done by steam as usual, or a bell might be used.
On restarting the motors the use of the combined engine shows itself very

page_text: forcibly, for since there is no great space for the motors (one of the problems of
the invention being to find space without extending the wheel base) the motors need
be no larger than requisite to run the train when started. The crucial point in an
electrical locomotive (unless of very ample size) is its power of starting, as at that
moment it is undesirable to put on the full current. In other words the combined
engine permits fewer or less powerful motors to be used, and as the extra adhesion.
required at starting is divided between the two sets of wheels (steam and electric)
less weight is required on the motor wheels by this joint start. Under the
conditions of this joint start a half revolution or so of the large wheels is made, by
a puff or two of steam, during which time the motors get fairly into action, the.
steam being condensed in the cold water tanks as before mentioned. On emerging
from the underground section the fire box would be opened out, and the liquid fuel
turned on, and the electric current cut off. At this point the choice of an extra
high original boiler pressure will prove of advantage, as the fires must necessarily
be somewhat cooler and steam for a time might not be made rapidly. The
remainder of the run in the "open" may be made with solid fuel as soon as the oil
would light it.
Where liquid fuel is to be used entirely, after first getting up steam, (this.
latter say with solid fuel) lumps of firebrick (or the like) would be fed on to the
fire bars, and the oil would be sprayed into the firebox and against or towards
the fire brick lining as usual. On entering the underground section, care as
mentioned before would be taken to shut up the fire box in order to keep the
firebrick work (bridge, lining, and that on the bars) as hot as possible, and all
oil spraying would be stopped.
On emerging from the tunnels the oil would be sprayed on as before, as soon
as the fire box was opened out; a handful of burning oily waste being used, if
necessary, to rekindle the flame; when the heat still in the brick work would
rapidly revive the full steaming power.
At the inner terminus of a lengthy underground run, or at any convenient-
points in the same, arrangements (requiring simply an upward draft of air) may
be made in order to permit the spraying of oil to be resumed (whilst the train
stands) to keep up the heat of the firebrick to the firing point; this in order to.
retain complete power over the steam ou emerging from the tunnel.
These combination locomotives need only be run far enough away from what.
may be termed "the congested districts" to allow a change of engine to be easily
made; this in case it proved undesirable to the electrical machinery to run any
great distance (under steam) away from the underground section.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed, I wish it to be
understood that no broad claim is intended for a combined steam and electric
locomotive, per se; as the invention is intended to combat the long standing.
nuisauce arising from the fires, etc., of steam locomotives (the cheapest tractive
power) when worked in, or taken into underground railways; the said invention.
dealing with a locomotive, of moderate wheelbase and weight, which shall be
capable of bringing up a train from the suburbs of a city under steam, and running
into a fumeless, electrically worked, underground section of the line, without
necessitating the inconvenience (or loss of time) due to changing engines at the
mouth of the tunnel; and I declare that what I claim is :-
1. A steam locomotive tank engine, fitted with appliances for turning its exhaust.
steam into the cold water tanks, or into the chimney, at will; furnished with close
fitting dampers, etc., for shutting off all air from the firebox, at will; the latter
being fitted with firebrick bridge, and lining, and with steam nozzles for spraying
liquid fuel; fitted, further, with electrical collectors, and conducting-wires,
together with an electrical switch (preference being given to one arranged after
the manner set out) or switches for stopping, starting, and reversing, arranged.

page_text: close to the driver's hand alongside the steam regulator and reversing handle; in
combination with two or more electric motors whose armatures are mounted on the
axles of one or more bogies, used for carrying and spreading the weight of the said
locomotive engine, and arranged within an ordinary wheel-base; when used on a
railway having an underground section with a main electrical conductor laid
alongside, capable of carrying electricity to, and from, the engine; substantially
as described, and shown on the drawings, with the object and for the purpose
set forth.
2. The arrangement of the class of steam locomotive tank engine referred to in
Claim No. 1, with the steam driving wheels arranged at the rear end, and the
leading end specially devised for electric motors; the engine being fitted with
outside cylinders, and outside valve-gear, with the front inner space between the
frames arranged for the said motors; substantially as described and shown on the
drawings, with the object and for the purpose set forth.
3. The arrangement of the class of steam locomotive tank engine referred to in
Claim 1, when the steam cylinders are arranged inside the frames, with the driving
wheels in front of the firebox; an electric double motor bogie being arranged
under the rear end of the said engine; the magnets of the said double motor being
turned inwards (towards the bogie pin) with a view of keeping the coils as cool as
possible, the front end of the bogie being encased or screened to baffle off the heat
and dust of the firebox and engine; substantially as described and shown, with the
object and for the purpose set forth.
4. The arrangement of an electric motor bogie, for a locomotive tank engine,
arranged on the "Bissel" plan, the harness of the field magnets forming a main
part of the bogie frame with the axle bearings arranged therein, with a view of
saving space inside the wheels (without using outside frames), substantially
as described and shown on the drawings, with the object and for the purpose
set forth.
5. A combined steam and electric locomotive tank engine, arranged, constructed
and operated substantially as described and shown on the drawings, with the object
and for the purpose set forth.
Dathin Wouth dada at Antahan 1906
WM. SNOWDON,
Agent for (1) the deceased Applicant, and (2) for
his Widow and Executrix,
9 Old Bank Chambers, Leeds, Yorks.
WM. SNOWDON,
Agent for (1) the deceased Applicant, and (2) for
his Widow and Executrix,
9 Old Bank Chambers, Leeds, Yorks.