CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAYS, AND OF ENGINES AND CARRIAGES USED THEREON; AND ALSO IN TRANSPORT AND STORAGE ARRANGEMENTS FOR THE CONVEYANCE, MANAGEMENT, AND PRESERVATION OF PERISHABLE ARTICLES
Year: 1847

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, we, WILLIAM
BRIDGES ADAMS, of Old Ford, in the County of Middlesex, Engineer and
Carriage Builder, and ROBERT RICHARDSON, late of Manningtree, in the
County of Essex, but now of Hadleigh, in the County of Suffolk, Civil
Engineer, severally send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Royal
Letters Patent under the Great Seal of the United Kingdom of Great Britain
and Ireland, bearing date at Westminster, the Twenty-fourth day of May, in
the tenth year of Her reign, did, for Herself, Пer heirs and successors, give
and grant unto us, the said William Bridges Adams and Robert Richardson,
Her especial license that we, the said William Bridges Adams and Robert
Richardson, our executors, administrators, and assigns, and, every of us, and
such others as we should agree with, and no others, from time to time and
at all times during the term of years therein expressed, should and lawfully
might make, use, exercise, and vend, within England, Wales, and the Town of
Berwick upon Tweed, and in Her said Majesty's Islands of Jersey, Guernsey,
Alderney, Sark, and Man, and also in all Her Majesty's Colonies and Plan-
tations abroad, our Invention of "CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF
RAILWAYS, AND OF ENGINES AND CARRIAGES USED THEREON; AND ALSO IN TRANSPORT
AND STORAGE ARRANGEMENTS FOR THE CONVEYANCE, MANAGEMENT, AND PRESERVATION
OF PERISHABLE ARTICLES;" in which said Letters Patent there is contained a
proviso, obliging us, the said William Bridges Adams and Robert Richardson,

page_text: by an instrument in writing under our hands and seals, or under the hand
and seal of one of us, particularly to describe and, ascertain the nature of
our said Invention, and in what manner the same is to be performed, and to
cause the same to be enrolled in Her Majesty's High Court of Chancery
within six months next and immediately after the date of the said Letters
Patent, as in and by the same, reference thereunto being had, will more fully
and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
William Bridges Adams, on behalf of myself and of the said Robert
Richardson, do hereby declare that the nature of our said Invention, and the
manner in which the same is to be performed, as herein-after described and
ascertained by the aid of three Sheets of Drawings, with descriptions hereunto
annexed, in the words following, that is to say, respecting that part of our
improvements which relates to the construction of railways :--
Firstly, improved modes of securing the joints of the rails to render thein
more firm and durable, and prevent the dangerous "tipping" of the joint
sleepers. For which purpose we use two cross sleepers, one at each side of the
joint, instead of one cross sleeper directly under the joint, as commonly prac-
ticed; and a chair or step is placed on each sleeper beneath each of the two
rails, or a double-headed chair is fixed to hold the two cross sleepers in their
proper position, such double chair having separate bearings for the ends of the
rails, in such mode that the joint between the two rails may be above the
opening between, the sleepers, whether the double chair..or the two single
chairs be used, and a single cross sleeper may be used with the double-headed
chair. And to connect the two iron rails together, we use wood or metal fishes
or wedges, or a combination of both, driving them in on one or both sides of
the rails, so as to fix them firmly between the two rails and the two single
chairs or the double chair, in such mode that the fishes will support the rails
vertically, either with or without the rails bearing on the bottoms of the chairs;
and the two rails may abut square together, or be scarfed, as seen at Figures.
12 and 13; and we prefer having rails with square channels rolled in them
laterally, as shewn at Figures 2 and 4; or the channels may be otherwise
angled, in order that the fishes, being made of plain or other shaped flat bar-
iron or wood, may fit such channels and better support them; and we make
the chairs where required support the rail beneath its upper lip, in the form.
seen at Figure 2...
Figures 1 to 4, and 6 to 13 inclusive, of the Drawings hereunto annexed,.
shew various modes of applying the before-described fishes, seen in vertical

page_text: Figure 14 shews the mode of applying double sleepers in combination with
rails in two halves, formed of two separate bars placed vertically against each
other and secured in the chairs, as before described, or which may be secured
to chairs and sleepers in the common methods, such rails being applied so that
each joint of the half rail may be in lateral contact with the solid-part of the
other half rail, technically understood as. "break joint." And we prefer that
the upper edges of the two half rails, where they lap against each other, should
be slightly rounded, in order to prevent their compression at the longitudinal
joint, and consequent inclining. to separate from each other. And for the
better securing the chairs to the sleepers, we make the holes for the trenails-in
a square form, or in a rectangular oblong form, larger, at the upper side of the
opening than at the lower, measuring.about one inch by one inch and a quarter
or one inch and a half, and we drive this into a circular hole of one inch and
one eighth, or thereabouts, bored in the sleeper, so that the trenail will be
compressed by the action of driving in the direction of the grain of the sleeper;
but the circular hole in the sleeper being of greater diameter than the thick-
ness of the trenail across the grain, it will not split the sleeper in driving;
and for the convenience of boring the circular hole in the sleeper, we take out
a portion of the square sides of the hole in the chairs, as shewn at Figure 18:
Another part of our improvements in the construction of railways relates to
laying rails so as to enable engines and carriages to pass very sharp curves,
and obviate the necessity of using turntables for the purpose of reversing
such engines or carriages...To accomplish this object, we break off the outer
rail; or widen the distance between the rails a yard or two beyond the com-
mencement of the curve, and substitute for the outer rail a plain surface of
wood, or stone, or iron, serving as a train rail, on, which the peripheries of the
flanges of the outer wheels will run; and we raise' this surface considerably,
sloping towards the: inner rail, so that the gravity of the carriage will have
a tendency to keep the inner: wheels on the inner rail, and the outer wheels
running on larger diameters than the inner, will facilitate, the. movement
round the curve; and by this, arrangement the long carriages and engines,
herein-after described, will-pass more freely round very sharp curves, and so dis..
pense with the use of turntables. This..node of arranging rails at curves is
shewn at Figures 5, 15, and 16, for the purpose of reversing. The dotted
line, Figure 16, shews the sloping surface of the pavement or train with the:
wheels out of the horizontal level.
Another part of our improvements in the construction of railways, relates
to the construction of the steps or chairs used for securing the rails to the
sleepers. And, whereas these chairs are commonly made of cast iron, whereby,

page_text: they require to be very large and heavy by reason of their brittleness: our
improved method is to form them of wrought iron, shaped in rolls or swages.
We take a bar of iron rolled into the form of a channel or square trough, as
shewn at Figures 9 and 18, and 17 and 18; this bar we cut into the lengths
required for the chairs, and place each length between a properly supported
matrix and a punch, moved by hand or by machinery, such punch correspond-
ing in form to the section of the rail intended for the chair; motion being given
to the punch, the seat for the rail and fastenings will be struck out. The
holes being then punched to fix the chair into the sleeper, it will be complete
for use. And we do not take away the metal from the hole, but leaving the
punched part as a bur or projection to drive into the sleeper, the bottom of
the chair will keep more firmly on the sleeper without straining or injuring
the trenail or fastening. And instead of a channel bar, as before described, a
bar of any other form, or a plate or a solid bar, may be used if required;
or the chair may be squeezed into form while hot in metal moulds by mecha-
nical pressure; and we punch the trenail holes in an oblong form, so that the
largest cross section of the trenail may be driven in the direction of the grain
of the wood sleeper to make a secure fastening in a circular hole, as before
described.
.
· Another part of our improvements in the construction of railways relates
to the application of steel or steeled iron bars to form the rails for engines
and carriages to run on. We are aware that it has been before proposed to
use steeled bars as central rails for the purposes of propulsion for the hori-
zontal driving wheels of engines, and also for the points of switches, but
our improvement relates to the bearing rails only, which may thus be made
much more durable, and safer to travel on. And various modes may be used
of producing steel or steeled surfaces, but we do not prefer bars of solid steel,
partly on account of the expense, and also that in such case we could not
obtain so hard a surface, owing to the risk of making the body of the rail too
brittle. We steel the upper or wearing surface of the rail in several modes.
One is to place a steel bar on the iron bar, and getting both to a welding
heat, pass them beneath a tilt hammer, or between rolls, which give the form
to the rails; or we cast a portion of steel in the melted form on a mass of iron
brought to a welding heat, and having thus united them give them the proper
'shape by tilting or rolling; or we can harden the wearing portion of the rail in
the ordinary mode by cementation with animal charcoal, or by applying thereto
the salt known as prussiate of potash, or other chemical mixture or ingredient;
or we convert the bar partially into blister steel by cementation with char-
coal, either before or after it attains its form in the usual mode, applying clay

page_text: or other substances to such parts as we wish to keep in the state of iron free
from carbon; or we convert the whole surface of the rail into steel to a
sufficient depth, and then extract the carbon from those parts where it is not
required by plunging those parts into à metallic bath while heated. The
various modes whereby we can produce the required. effect are so well known
as not to need minutely describing, not being parts of our Invention, which
relates only to the application of steel or steeled or partially steeled bars to
form rails for railways. And to produce more perfect adhesion for the driving
wheels of engines where slipping takes place, as at starting from stations, wo
cut grooves in the manner of a file or float on the bearing surfaces of such
steel or steeled rails.
Another part of our improvements in the construction of railways relates to
the application of terminus buffers to receive the shocks of trains arriving at
terminal stations; and for this purpose we apply to the terminal posts or bul-
warks the system of buffers formerly patented by me, the said William Bridges
Adams, for railway carriages, consisting of disc or other springs in combination
with air pistons, so that violent recoil may be prevented, the air piston either
fitting the air chamber loosely to prevent the passage of air, or a hole being
pierced in the air chamber, so that the air will offer elastic resistance to the
force of the shock while being driven through the hole, and the power of the
disc or other springs in their recoil will be regulated and moderated by the slow
indraught of the air through the hole to refill the air chamber. We also make
terminus buffers of disc springs only in cases where the prevention of recoil is
not important.
.
And another part of our improvements relating to engines and carriages or
railways consists in constructing water. tenders on two, four, or more wheels
in combination with a body, for passengers or parcels for public use, such
tenders to be attached by a swivel joint to the hind or front end of the
locomotive engines.
And another part of our improvements consists in a mode of constructing
the horizontal tube boilers of locomotive steam engines on railways placed
between and partly below the axles, with an opening for fuel above instead of.
at the end, as commonly applied; and a "hopper" may be used to contain
fuel and feed the fire, and the hopper may be supplied with a swivelled or
turning cowl to catch the air while running, and convey it to the fire, thus
serving as a blower. A small hole or door may be made at the end of the
boiler for the stoker to look through to examine and stir the fire. This
arrangement is shewn at Figures 19 and 20. The arrows denote the course
of the air and heat.

page_text: And another part of our improvements in engines for railways consists in
arranging the vertical fire tubes of steam boilers in spiral or curved forms
instead of straight lines, whereby such tubes will be of somewhat greater
lengths than the distance between the two tube plates, and by these means
they will be elastic, and expand and contract with heat and cold without
becoming loose in the tube plates; and such tubes may be throttled or
diminished in diameter by twisting and compressing them at that part of their
length which is just below the level of the water, so that the flame will better
impinge in the water space, and pass upwards through the throttled part, and
escape to the chimney with greatly diminished effect on that part of the tubes
which is in the steam space, and thus prevent burning them. This arrange-
ment is so plain and simple that there is no need to describe it by Drawings;
and by this arrangement the flame passing upwards will better impinge on the
sides of the tubes, and give out its heat to the water.
And another part of our improvements in engines for railways consists in a
new mode of working the slide valves. Instead of the eccentric commonly
used, within which the axle revolves, we apply an eccentric flange to the back
or front face of the wheel, at a right angle thereto, as seen at Figure 21. The
valve rod slides in the sockets, and the head of the rod has a notch or a pair.
of small rollers fitting the flange; as the wheel revolves the valve rod advances
and recedes alternately by the eccentric action of the flange in a true and
parellel line with the piston without requiring a vibrating joint-and the
excentric flange can be made to alter its position on the wheel to regulate
the admission and exit of steam by the valves.
And another part of our improvements in locomotive engines for railways
relates to the driving apparatus of four-wheel engines on railways, such engines
having the boiler and machinery placed between the two axles, and the frame
suspended below the horizontal level of the axles. And our improvenient
consists in using a cranked driving shaft placed between the two axles,
and at or about the same horizontal level, such shaft being worked by a
pair of cylinders placed in any convenient position. This shaft projects
beyond the framing, which is inside, or may be outside the wheels, and
the ends are formed into cranks, corresponding to crank pins fixed on
two or on all four of the wheels; a connecting rod is made to take the
crank of the crank shaft, and one or both wheels on each side; and when
motion is given to the crank shaft, corresponding motion is given to one.
or both of the wheels, and the machine will be propelled along the rails.
Figure 53 shews the engine in side elevation, with a body thereon for pas-
sengers; and Figure 54 in plan. The descriptions thereon will sufficiently:

page_text: explain them: Or instead of this connecting rod, chains may be used, working
on toothed wheels or riggers or drums fixed on the crank shaft and the
bearing wheels, or plain drums or. pullies may be used with bands of leather
or gutta percha, and the, drums on the crank shaft may be of larger diameter
than those on the bearing wheels, so as to multiply the speed with a moderate
number of strokes of the pistons. Figure 55 shews this arrangement in:
vertical elevation'; .Figure 56, in plan. And such bands or chains may
be
applied with fast and loose pullies or drums or with clutches, so that either.
one, two, three, or all four of the wheels may be used to drive the machine at.
pleasure, the axles being divided 'at the centre of their mid-length, and each
half working in a hollow box independently of each other, such axles being
on the plan formerly patented by.me, William Bridges Adams. The half axles*
may be hollow tubes if preferred. And the advantage of this plan is, that in
passing round curves two wheels on one side only may be driven, and con-
siderable friction be thereby saved, the clutches being moved by hand or by a
self-acting lever against the rails. And note, although we have described-this
engine as worked by steam power, any other chemical or mechanical agency">
may be used to impart motion to the crank shaft; and when a horizontal boiler
is used; an opening may be made transversely through the boiler from cach:
side, and fitted with a tube, in which the crank shaft may revolve, and the
steam cylinders may be placed either above or below the crank shaft, or in a
horizontal or diagonal line with it.
.:
}
And another part of our improvements in locomotive engines relates to
the connection of the head of the piston rod with the crank shaft or driving.
axle. And whereas this is usually accomplished by means of a connecting
rod, one end of which is attached to the piston rod and the other to the crank,
we in our iniproved mode attach the piston rod direct to the crank by means
of a cross link head on the piston, in which the crank bearings are made to.
slide in opposite directions, to correspond to the notion of the crank as the
piston advances and recedes. Figure 45 shews this arrangement, the cross.
head being supported laterally by slides fixed to the cylinder at one end and to
some proper support at the other end; and instead of the horizontal cylinders,
shewn in Figures 58, 54, 55, and 56, and herein-before described, vertical
cylinders may be used to drive the crank shaft direct from the piston rods'
without the agency of the connecting rods commonly used; and in case of using;
oscillating cylinders, we prefer to apply them beneath the crank shaft, as com-
monly used in river steam boats. And we also arrange the cylinders, whether
oscillating or fixed, and the crank shaft, with their standards and plummer
blocks, on a bed plate or frame, fixing them in such a mode, that by removing

page_text: the bed plate or frame from the carriage frame the whole of the engine and
machinery can be taken out complete in case of repairs, and can be replaced
by a similar engine in good repair, without putting the engine carriage out of
use longer than the time needful for making the exchange.
And another part of our improvements in locomotive engines consists in
a method of impelling the pistons within their cylinders without the use of a
steam boiler. For this purpose we arrange a small hopper at each end of
the cylinder, formed of some substance which is a non-conductor of electric or
galvanic fluid. The bottom of these hoppers is made to communicate with
the interior of the cylinders, and to close with a valve opening into the
cylinders. In these hoppers we place a number of balls or pellets of com-
presed gun cotton, or non-compressed, as may be preferred, of a size propor-
tioned to the force we require, the balls being enveloped in any material which
is a. conductor of electric or galvanic fluid. The machinery is so arranged
that the piston being at one end of the cylinders, a ball of the gun cotton will
be deposited between the piston and the bottom of the cylinder, and the valvo
closed upon it. In the closing of the valve, a lever or spring will bo struck,
which, developing the electric or galvanic fluid, or determinig its passage
along proper conductors, will convey it to the gun cotton, and producing an
explosion will drive the piston to the further end of the cylinder, when-a
similar process will return it, and thus keep up constant motion till the charges
of gun cotton be all expended. And note, any other means, such as fire
or percussion, may be employed to fire the gun cotton in lieu of electric or
galvanic fluid. And note, though the herein-before mentioned improvements
in boilers and movements of the slide valves, and in driving from a crank shaft
by a connecting rod, or by straps or chains, or by cross link heads to the
piston rods, and also applying engines contained in a frame or bed plate
removeable at pleasure to replace by another engine, and the application of
gun cotton or chemical or mechanical agencies for the production of power,
are described as applicable to locomotive engines for railways with the frame-
work below the level of the axles, and the moving machinery all contained
within the base of the four points on which the wheels rest, we do not
confine ourselves to that arrangement, but apply these improvements equally
to locomotive engines with their gravity placed above the level of the axles
and beyond the base of the wheels; and we also apply them to locomotive
engine carriages with six or more wheels, but we prefer in most cases to keep
the floor or framing with the boiler and machinery below the level of the axles
and within the base of the wheels, as safer and more economical; and when
we require greater space and power, we attach two of these engines together

page_text: by a swivel joint, as herein-before described for a two, four, or more wheeled
passenger tender; or rigidly, in the mode formerly patented by me, William
Bridges Adams, for combining pairs of four-wheeled carriages together to
form eight-wheeled carriages; and we also make the frames to take bearings
outside the wheels as well as inside; and when we keep the frames below the
axles, with such wide frames, we cover over the wheels, in the manner of paddle
boxes of steam boats.
And we apply the various improvements hercin-before described; whether in
combination with a frame below the axles and the boiler and machinery within
the base of the wheels or with the frames above the axle, in the usual mode to
the transport of passengers and parcels for hire on the same wheels with the
machinery and boiler, such wheels running on the ordinary railways or on rails
of comparatively light weight, which may be inserted in the surfaces of ordinary
highways, or at the sides thereof when wide enough, or carried on posts and
timbers above the surface of the ground, thus restoring the property along the
sides of such highways to as great or greater value than it had previous to the
construction of railways for steam travelling, an object which it has been
hitherto vainly sought to attain by running steam carriages on highways without
rails. And the light passenger engines before described may also be used on
extra rails laid on the slopes of railways, whereby four lines of rail may be
attaiued, one of the additional rails on each side being supported on posts, and
the other on the railway embankment or slope. And such engines with a
passenger body will be peculiarly well adapted for the service of the post office,
placing the letter sorters with the letters therein at the chief office, and draw-
ing the machine either by horse or other power, or propelling it by steam
along rails or trams laid in the surface of the streets, and communicating with
the railways or highways.
And another part of our improvements in engines and carriages for railways
relates to a mode or modes of increasing the adhesive power of engine-driving
wheels on the rails, without increasing the dead weight of the engine or car-
riage itself. This improvement only relates to engines used as tugs or pro-
pellers for carriages or tenders attached to them, either behind or in front.
And to produce this increased adhesion, we arrange the carriage in front of or
behind the engine, so as to cause the weight of such carriage to bear on the
engine frame or axles of the driving wheels. This may be accomplished in
various ways. For the purpose of propelling a carriage before it, the front of
the engine may be formed with a wedge form bearing on inclined plane, in-
elining downwards to the rail and passing under a corresponding inclined planc,
so as partially to lift the carriage in front when, propelling; for the purpose of.

page_text: drawing a carriage, the hinder end of the engine may form an inclined plane,
sloping upwards from the rail beneath a corresponding inclined plane on the
carriage, so as to lift the carriage partially in the act of drawing; and either
of these modes will increase the adhesion on the engine wheels. Other modes
may be adopted to produce the same effect, tending to depress the engine,
either in front while propelling,. or behind while drawing, and in this mode
light engines might be made to produce the same effect in traction or propul-
sion as heavier engines can without the aforesaid application.
And another part of our improvements in railways relates to the mode of
forming and laying rails for the light engines herein-before described to run
on, and for this purpose we prefer longitudinal timbers or sleepers instead of
transverse timbers or sleepers. We prepare our timbers considerably deeper
than they are broad, in order to get the greatest strength in the direction of
the greatest pressure.
A convenient size for our timbers is the ordinary deal
of commerce, three inches in thickness by nine inches in width, and from
twelve to fifteen feet in length. Such deals or other timber we place end to
end in a groove of the permanent way, or attached to piles, and we cross-tic
them to opposite similar deals, the distance or guage of way being maintained
by cross deals or timbers cut to a proper length, tie bolts of about three-
quarters of an inch in diameter being. used for the purpose. The railway so
prepared will resemble a long ladder laid on the ground, wherein it is fastened
by the ramming of the ballast, or fixed down to cross sleepers. On the wooden
rails so prepared we lay an angle iron of the same length as the deal, but with
the solid part of the iron crossing the joint of the wood. This angle iron has
its upper or horizontal section about one inch deep by two inches wide, and its
lower or vertical section about three-eighths of an inch in thickness by three
inches in depth, and the lower section is pierced with slot holes, through which
to bolt the angle iron to the wood and permit expansion and contraction, and,
if preferred, the angle iron may have two lower sections made to clip the
wood between them, and the upper surface may be steeled; and although we
have described the timbers as placed vertically, we prefer to place them at a
slight angle corresponding to the cone of the engine wheels if the wheels be
coned. Figure 57 shews one timber or longitudinal rail and angle iron in
section. :
Another part of our improvements in railway carriages relates to the warm-
ing the interior of such carriages as are used for passengers by means of
boilers communicating with ranges of piping beneath the seats of the passengers,
or in other convenient position, the water as it becomes heated in the boiler
circulating through such pipes and then returning to the boiler, from which a

page_text: vertical pipe ascends to a cistern placed on the roof of the carriage, so that
the water, as it expands and contracts with the change of temperature, may
rise and fall therein without being wasted. Figure 22 represents this arrange-
ment in longitudinal section; a single range of egress and return pipes for
the circulating water are shewn, but they can be multiplied at pleasure;
and' instead of warm water circulating through the pipes, the water may be
contained wholly in the boiler, and the steam then arising will circulate
through the pipes, in which case a pressure valve must be inserted in the
cistern on the roof, serving also as a safety valve to maintain the proper degree
of heat.
:
And another part of our improvements in railway carriages consists in the
combination of gutta percha with cast iron, to form a tyre or band on the buffer
heads or buffer necks thereof, so that they may receive a blow without breaking:
Figure 23 shews a mode of inserting the gutta percha in an undercut groove
in the cast iron, which being pressed in while warm remains in its position.....
Another part of our improvements in railway carriages relates to the arrange
ment of moveable seats for passengers therein, for such carriages as may be
used as saloons or standing carriages occasionally. Figure 25 shews the seat
in front elevation, supported on a single iron stem, the lower part of which is
formed; to enter a socket placed in a convenient part of the floor timbers, and
the socket may be either cylindrical, so that the seat will turn round at pleasure,
or it may be squared, , so as to fix the seat in four or more different positions; or,
in addition to the central stem and socket, the seat may be provided with legs
in the usual modes, in which case the central stem will serve as a guide to
keep the seat in its proper position, as shewn at Figure-26.
Another part of our improvements in railway carriages relates to the lamps
or lights used in the interior for the convenience of passengers. And whereas
such lamps are placed close to the roof for the better carrying off the smoke,.
and are therefore inconvenient for lighting the passengers, our improvement
consists in making such lamps in telescopic tubes, so that they may be drawn
down from the roof to the level of the passengers' sight without interfering with
the passage of the smoke. Figures 27 and 28 shew such a lamp drawn down
and folded up.
When the lamp is pushed upwards the telescope tubes will be
one within another,.and 'thus the passage way will be unimpeded, as shewn at
Figure 28, and the lamp glass below the lamp, through which the light passes,
to the passengers, and which serves also to prevent the oil which leaks from.
the wick from dropping into the carriage, may be perforated at bottom, such.
perforation being elongated upwards, like a bottle neck, and terminating
in the central opening of an árgand burner to feed the flame with air;:

page_text: or instead of this glass neck a metal tube may be fitted to the hole for
the same purpose. Figure 24 shews this arrangement, and by the height of
this tube the waste oil will be prevented from entering the carriage. And it is
requisite that the exit hole for the heated air be not larger than the entrance
hole for the feeding air, in order to prevent blowing out the flame.
Another part of our improvements in railway carriages and engines relates
to the construction of wheels therefore. And whereas the tyres of railway
wheels have been usually, though not always, constructed so that it has been
necessary to support their circular form by the form of the wheel, part of
our improvements consists in rolling the tyre with a broad inner rib, either
at about the centre of the breadth of the tyre, as shewn in cross section at
Figures 30 and 31, or at the outer edge thereof, as shewn at Figuro 29.
The guiding flange usually projects about one inch from the running sur-
face of the tyre, and our inner rib will project about two, three, or four
inches from the inner surface of the tyre. In this mode the circle or hoop
tyre will be much strengthened. The bolts or rivets may be bolted or
riveted through the spokes or felloes to the inner rib or flange without
piercing the tread of the tyre, or screws may be tapped into the inner side
without passing throngh. We are aware that internal ribs have been made to
railway wheels, but not in the mode of our improvement; and we prepare
these tyres in such a way as to dispense with turning them in a lathe to pro-
cure a circular form; and to accomplish this we thoroughly heat the tyre when
welded up into the proper length, and then force it down into a groove turned
in a metal block or blocks, so as to fit the inner or outer sides of the tyre, by
powerful mechanical pressure. By this mode the tyre will assume a form
corresponding to that of the grooves, and the ribs be pressed flat in the plane
surface of the metallic blocks, and the tyre being retained in its position till
sufficiently cool it will be fit for use; or these tyres may be rendered truly
circular by rolling between three rollers after being welded up to the right
length.
Another part of our improvements in railway wheels consists in a mode of
constructing wheels with wooden felloes, so that the tyres may be applied
thereon at a moderate heat without the usual process of red heating,
which would char the wood. Figure 32 shews an eight-spoked wheel of this
kind, in front elevation, with the outer rib partly broken away to shew the
felloes. Figure 33 is a vertical cross section. The central boss is of cast
iron, with cight projections thereon, in each of which is a cylindrical holo or
mortice, for the reception of a turned wooden spoke, which is fitted with a
felloc dowelled or tenoned to it. The inner portion of such felloe is a plane

page_text: surface; the outer portion is a segment of a circle, corresponding to the size of
the tyre; through each felloe and spoke passes a bolt with a nut in the
interior of the nave. All these bolts being firmly screwed up, the frame of the
wheel will be complete. It is then fixed in a lathe, and turned true on
the periphery; the tyre with its front rib being then truly bored or otherwise
prepared, and made slightly conical in the internal surface, is heated to such a
degree as will not char the wood, and the wheel being placed on it with the
outer portion of the felloes slightly bevilled, can be forced by an hydraulic or
other press of sufficient power into its proper position, and the cooling of the
tyre will still further tighten it. It may then be bolted or rivetted through the
felloes to the internal flange of the tyre. In this mode, if the work be truly per-
formed, the wheel will be fit for use; if not true, the wheel must be placed in
the lathe, and the tyre turned as usual. And note, instead of wooden spokes,
spokes of cast or wrought iron may be used, or a cast-iron wheel complete
with the wooden felloes in its circumference. And another mode of applying
the tyres with internal flanges, herein-before described, is by bolting or rivetting
to them the iron spokes, as shown in vertical cross section at Figure 34.
And for the purpose of lubricating the axles of railway wheels more
efficiently, we make the bearings or journals in separate pieces to fit on and
remove when required; and we make the axle box a circular or oval casting
in one piece, or it may be wrought metal, as shewn at Figure 36 in cross
section, and in longitudinal section at Figure 35. A conical spring steel or
metal hoop is applied with one edge to the back part of the axle box at the
end next the wheel, and the other edge of the hoop is made to press on the
axle, in order to hold the grease or oil. Figures 37 and 38 shew this spring.
Or instead of this hoop of steel, the axle box may be projected over the axle,
and an elastic stuffing applied, which will preserve oil or grease at a sufficient
height to keep the lower side of the axle lubricated without waste, or a pipe
of leather or gutta percha may be applied to effect the same object.
Another part of our improvements in railway carriages relates to the con-
structing the bodies or frames of passenger carriages with double floors, and
filling the intermediate space with sawdust or other stuffing, whereby the
sound of the wheels against the rails, and the reverberation thereof against
the flooring may be lessened and partly intercepted from the passengers; and
such sawdust or other material may be rendered incombustible by being soaked
in lime water and afterwards dried; and we nail or screw the usual flooring
boards to the upper part of the floor framing, leaving openings to put in the
sawdust, and screw or nail similar boards or metallic plates to the lower part
of the framing whereon the sawdust may be placed; and for this arrange=

page_text: ment buffer and traction springs external to the carriage frames will be the
most applicable.
Another part of our improvements in carriages, being part of our improve-
ments in transport, relates to the construction of wagons for grain or other
substances, such as are usually carried in sacks; and we make these wagons of
wood or of metal, close, like cisterns for water, with an opening at the top,
through which the grain or other substances may be loaded into the wagon,
and an opening of small size in or near the bottom, like the discharge pipe of
a cistern, whereby the grain or other substances may be emptied out. And
we construct these wagons, when required, of specific sizes, so that they may
serve as measures of quantity, and thereby avoid much labour in measuring
grain. Figure 39 shews a railway wagon of this description in lateral section,
the interior of which may be made to measure a specific quantity, so that when
filled it will contain a given number of quarters or imperial bushels of wheat.
This arrangement constitutes one portion of our improvements in transport
and storage arrangements.
"
Another part of our improvements in engines and wheeled carriages relates
to the application of bearing springs, being an improved combination of the
chain of links, or flexible cord used with the carriage bow springs,, formerly,
patented by me, the aforesaid William Bridges Adams, together with the disc
springs, also patented by me, which latter supply the place of the ordinary
steel bows used in bow springs to give elastic action by tension; or instead of
the disc springs, spiral or any other kind of springs may be used with the
cords or links; or an ordinary flat bearing spring may be used in combination
with these elastic tension links. Figure 40 shews in front elevation, and.
Figure 41 the end view, of the chain of links bearing on the axle box, the
ends being sustained by the disc springs, the pressure thereof being resisted
by the strong iron frames which are adjusted to the carriage frame, the lower
bars being made to take out when required to remove or replace the wheels.
The nuts at the end of the disc springs may be screwed tighter or looser, to
raise or lower the carriage, and extra springs or a greater number may be
applied, as may be convenient; additional disc springs are applied above the
axle box with a vertical bearing, and spiral springs may be applied of the kind
shewn in Figure 46 to extend the links elastically; and such springs, or bow
springs, or other springs may be so applied as to allow the wheels and axles
attached to them to slide or radiate to follow curved lines of rail. Figure 44
shews the plan of these spring frames applied to a railway carriage frame on
eight wheels. The spring frames which supply the place of the bow springs,
and to which the four centre wheels are attached, are made to slide.laterally

page_text: on bolts or rods at right angles to the length of the carriage. The two end
spring frames are made to slide on radial bolts or rods round an imaginary
centre at the mid length of the axle attached to them; the central spring
frames are connected to the end spring frames by elastic diagonal rods or bars
hinged at the points of connection. When in a curved line, the centre wheels
will be pressed laterally by the rails acting on the wheel flanges, when the
diagonal rods attached to their spring frames will draw the inner ends of the
end spring frames diagonally, to allow one wheel of each frame to recede and
the other to advance, whereby the axles of those wheels will assume a. position
pointing to the centre of the curve of the rails. The diagonal rods are made
elastic to compensate for the difference between the parallel movement of the
central wheels and the swivelling slide of the end wheels..
.
Another part of our improvements in carriages relates to the application of
spiral or helical springs as bearing or buffer or traction springs; such springs
are very apt to break by reason of the intense contact of their ends against
the bearing surfaces they rest on, which prevents their free revolution round
their central axis while under compression, which gives them a twisting move-
ment. And to facilitate this movement we apply friction rollers at the end,
when the coil of the spring is sufficiently large, and lubricated collars when;
small. Figure 46 shews this spring arrangement attached to a tension link.
And another part of our improvements consists in the application of hoop:
or coiled springs in combination with tension links, instead of bow springs of
the form shewn at Figure 47, in front view, and Figure 48, .edge view;:
the spring being formed like the steel rings used to connect bundles of keys
together, and it is put in action by the force applied at opposite sides, tending
to enlarge or diminish the circle of the hoop elastically.
Another part of our improvements consists in rolling steel plates for lami-
nated springs to the cross sectional forms shewn in Figures 49, 50, 51, and 52,
being improvements on the forms formerly patented by me, the aforesaid William
Bridges Adams, whereby alternate hollows and prominences or corrugations
along the plates keep them parallel with each other without studs and slots.
And note, the forms of the corrugations may be varied at pleasure."
And another part of our improvements consists in an improved mode
of constructing the disc springs, formerly patented by me, William Bridges
Adams.. And whereas the former plan was a conical disc of steel plate with a
central or nearly central hole, and a slit or opening from that central hole to
the outer edge, to permit expansion and contraction, the springs sliding on a
central rod; we now find it advantageous to use such springs in tubes; and in
order that they may the better fit the tubes, where required, we cause the.

page_text: .
expansion and contraction to take place in the central portion without enlarging
the diameter, as is the case in the action of the former disc springs. Figure 42
shews this improved disc spring in plan, and Figure 43 in edge view. To
form them, a hole is punched at the centre of the circular plate, and a proper
number of slits are cut from that hole radiating to the circumference, but
leaving the periphery entire like the tyre of a wheel. The slits will thus
resemble the spokes of a wheel in figure. The steel plate is then heated,
pressed to a conical form, and hardened and tempered, when it will be ready
for application.
Another part of our improvements in transport and storeage arrangements
relates to the construction of granaries, or stores, or vessels, or reservoirs,
wherein grain and other perishable commodities may be kept or carried
without damage from rats, mice, weevils, insects, or other vermin, and also
from germination or decomposition by wet or moisture, such stores being
constructed either above or below ground, or in the holds of vessels, for canals,
rivers, or for the seas. And when such granaries or reservoirs are constructed
below ground, we prefer making them in a circular or cylindrical form verti-
cally, the bottom being concave, either a portion of a sphere or a cone, the
upper part being domed over, and a man-hole being left, which is fitted with
an air-tight cover. It may be built of brickwork, and lined externally or
internally or between the courses with Seyssel asphalte or lead, or other
impervious material; or it may be built of cast iron in the mode of gasometer
tanks, but in any case air and water tight; and a proper locality for such a
granary would be a river side or wharf, or a barn yard, or a railway siding, the
opening or man-hole in such case being between the rails, so that grain may
be discharged from the wagons, herein-before described. The reservoir being
partially or wholly filled with grain, the top is fastened on air-tight; an air
pump is then fitted in some convenient position, and the air is exhausted from
the interior. By this process all living vermin in the interior will be destroyed
and all germination checked; and if such reservoir be well constructed,
thoroughly dry, and air-tight, grain may be kept sound therein for any
number of years. The pump may be applied occasionally to make sure of the
exclusion of the air, and if such reservoirs be attached to flour or other mills
their power may be applied to work the air pumps; and the discharge of the
grain, when required to empty the reservoir, may be effected by the revolution
of an archimedian screw pump, for which purpose the conical form of the
bottom of the reservoir will afford great facility. If these reservoirs be con-
structed above ground their form may be whatever is most convenient; as, for
example, the brick arches of railways, if rendered air and water tight, would

page_text: :
be very eligible. In the holds of vessels on water or in wagons on länd the
forms may correspond to those of the vessels and wagons. And such reservoirs
will be also applicable to the preservation of fresh meat or other provisions as
well as grain.. We are aware that fresh meat and other substances have com-
monly been preserved in air-tight metal cases, but it has been in a partially
cooked condition, the air being expelled by heating the contents, and we lay
no claim to such arrangements: Our plan consists in the exhaustion of air
from the reservoirs by mechanical or other process applied to draw or force it
out. And it will be particularly convenient for retail 'dealers' in provisions, or
butchers and fishmongers, to preserve their stock undamaged in all weathers;
and; when it is required to preserve moist articles; a sink or drain should be
provided: in the lower part of the reservoir, with a water pump to discharge
the liquid that may ooze out, and also to inject water to cleanse it; and warm
air ori gases may be forced in, when the atmospheric air is discharged, to dry or'
otherwise.'preserve the contents of the reservoirs; and instead of exhausting
the air by air pump 'only, high-pressure steam may be injected one or several
times to produce a partial-vacuum by its condensation.
Another part of our improvements in the preservation of perishable articles
relates to the urinals for passengers at railway stations; and whereas at
present' such urine is chiefly wasted by being suffered to drain away, and is
thus lost for agricultural purposes, our improvement is to construct close
cisterns of slate for metal, or other eligible material, into: which the urine may
drain; so that it may be pumped up or drawn off into proper vessels and carted
away. And in order to prevent any offensive odours arising to passengers, we
usė chemical ingredients to absorb the volatile alkali and other gases, either
applying them, in the sink where the urine is first discharged, or in the
receiving cistern; and in case of the whole of the salts, valuable for agricultural
purposes being preserved by combination with other bodies; we then suffer"
the liquid thus deprived of its salts to flow away, leaving the salts in the cistern
for collection.
Having now.described our said 'improvements, I, the said William Bridges
Adams; on behalf of myself and the said Robert Richardson; do hereby declare
that the new: Inventions, the exclusive use of which is granted to us by the
Letterst Patents herein-before recited, consists in the following particulars,
namely
:
Firstly, we claim the improved modes of securing the joints of rails on
railways: by the application of double cross sleepers and double chairs, "or
single-wide sleepers and double chairs, or double-headed chairs, the joints"

page_text: being supported by wood or metal fishes, as herein-before described, and as
shewn in Figures 1, 2, 3, 4, 6, 7, 8, 9, 10, 11, 12, 13, 17, and 18. Also, the
use of rails with squared or angle side channels, as shewn at Figures 4 and 2,
for the application of such fishes, and also supporting the upper part of the
rail by the chair, as shewn at Figure 2. Also, the application of rails formed
in two halves, the joints in the one half rail being in lateral contact with the
solid part of the other half rail, as herein-before described, and shewn at
Figure 14. Also, the application of such metal fishes to joints in ordinary
chairs. Also, the application of scarf joints to rails fixed in single or in double.
chairs with fishes, as herein-before described, and shewn at Figures 12 and 13:
Also, the mode of laying rails on sharp curves by widening the
.space between
the rails, or by breaking off the outer rail and causing the engines and car-
riages to run on the flanges of the outer wheels on a wide surface sloping
down towards the inner rail and tending to press the flanges of the inner·
wheels against it, as herein-before described, and shewn at Figures 5, 15, and
16, for the purpose of reversing engines and trains without turntables. Also,
the modes of constructing wrought-iron steps or chairs for solid rails on:
railways, and preparing such chairs or cast-iron chairs for trenails of a square
or an oblong cross section, driving such square trenails into circúlar holes in
the sleepers, as herein-before described, and shewn at Figure 13. Also, the
modes of constructing railways for light locomotive steam carriages with
longitudinal timbers placed with their greatest depth vertically and short on
their upper surface, with an angle iron rail with either one or two lower webs
to be bolted laterally to the longitudinal. timbers, the solid part of the iron
being over the joint of the timber, as herein-before described, and shewn at
Figure 57. Also, the application of extra railways for light locomotive steam
carriages on the sloping banks of railways, one rail being laid on a range of
piles, and the other on the embankment, so as to render such railways avail-
able for four lines of rails without materially increasing the amount of land, as
herein-before described.
Secondly, we claim the application of steel bars, or steeled or partially
steeled bars of iron, to form rails with hard-wearing surfaces for the driving
and bearing wheels of engines and carriages to run on, such rails being cross
cut on the surfaces, where required, in the manner of a file or float, to give
adhesion to the driving wheels of locomotive engines, as herein-before
described.
Thirdly, we claim the application of terminus buffers to railways, consisting
of disc or other springs in combination with air pistons, so that the egress of

page_text: the air under the shock of the train may offer elastic resistence in passing out
of the chamber, and the subsequent ingress of the air by the reaction of the
steel springs may offer resistence to prevent violent recoil. Also, the appli-
cation of disc springs to terminus buffers unconnected with air pistons, as.
herein-before described.
.. Fourthly, we claim the application of two or four or more wheeled tenders for
fuel or water, constructed with a body wherein to carry passengers or letters or:
parcels of goods for hire, to attach by a swivel, joint to locomotive engines on
railways, as herein-before described. Also, the mode of applying fuel to the
horizontal steam boilers of locomotive engines from an aperture above, which
may be provided with a hopper for the fuel and a cowl or hood to catch the.
air. while running, and thus serve as a blower to urge the fire, as herein-before;
described, and shewn at Figures 19 and 20; such boilers being fixed between
the two axles of four-wheel engines, with, the central longitudinal line at, or
about the horizontal line of the axles, and with the frames below the axles.,
Also, the application of curved or spiral fire tubes to vertical steam boilers for
locomotive engines, so as to permit expansion and contraction, and a better
impinging of the flame, as berein-before described. Also, the application of
vertical steam boilers to locomotive steam carriages carrying passengers, as
herein before described,, and shewn at Figures 53, 54, 55, and 56. Also, the
mode of working the slide valves of locomotive engines by means of excentric:
flanges attached to the wheels, as herein-before described, and shewn at. Figure
21. Also, the mode of driving four-wheel engines on railways by means of a
crank shaft placed between the two axles, and connected with these axles or
their wheels by rods and crank pins, or by chains, or bands of leather, or gutta
percha, or other flexible material, such chains or bands being arranged to throw
off when required either by hand or by self-acting gear, whereby one, or two,
or three, or all four wheels may be driven, at. pleasure, and the speed of the,
wheels multiplied from the crank shaft by riggers, pullies, or drums, steam or
any other agency, chemical or mechanical, being applied to. impart motion to
the crank shaft, as herein-before described, and shewn at Figures 53, 54; 55,
and 56. Also, the mode of connecting the piston rods of locomotive engines.
direct to the, crank shaft to, produce circular motion by means of a link cross
head, without the agency of a; connecting rod, as herein-before described, and.
shewn at Figure 45., Also, the application of oscillating cylinders, to give
motion to such crank, shaft, as herein-before described. Also, the mode, of.
arranging the engines and machinery of locomotive carriages for railways in a.
separate frame or bed plate, so as to take out and be replaced, when, required.

page_text: with similar engines, in order to avoid. putting the carriage out of use, while
repairing the engines, as herein-before described. Also, the use of gun. cotton
to work pistons in cylinders of locomotive engines-on. railways, without the use
of steam boilers, as-herein-before described. 'Also, the application of locomotive"
carriages moved by internal power, either of steam or other agency, for the
transport of passengers and parcels, or luggage: or, letters, for hire,, or for the
use of Her Majesty's post office, such passengers or parcels, or luggage-or
letters being borne upon the same wheels as.. the machinery, and not borne
upon a separate. carriage behind it, thus constituting a self-contained locomo-
tive carriage for a railway or for rails laid in streets or ordinary highways, and
the engine and machinery may be of the kind herein-before described; or of
any other kind. Also, the application of carriages or tenders drawn or pro
pelled by engines on railways, so as to make the gravity of such carriages serve
to increase the adhesion of the driving wheels of such engines, as herein-before
described:
:
เ T
- Fifthly, we claim the application of water or steam boilers to warm the
interior of railway carriages,' as herein-before described; and shown at
Figure 22.
Sixthly, we claim the combination of gutta percha with cast iron to form' a
tyrė or band on the buffer heads or necks of railway carriages; as herein-before
described, and shewn at Figure 23.
Seventhly, we claim the application of moveable seats (for passengers". to
railway carriages, with central pivots to enter sockets in the floor's, as herein-
before described, and shewn at Figures 25 and 26.
Eighthly, we claim the "application of telescopic tubes' to the roof lamps of
railway carriages, so that the lamps may be drawn down to the level of the
passengers' sight. Also, the mode of perforating and tubing the lower glass to
supply an argand burner, care being taken to proportion the exit passage for
the consumed air to prevent too great an indraught, as herein-before described,
and shewn at Figures 24, 27, and 28.".
Ninthly, we claim the mode of constructing the tyres of railway wheels
with an internal rib or flange, to retain their circular form at the outer edge
of the tyre, to which the spokes" or "felloes of the wheels may be bolted. of
rivetted laterally without piercing the tread of the tyre. We are aware that
railway wheels with internal flanges to the tyres, and spokes welded to them
without piercing the tread, "have been made; and also that it has been proposed
to make plate wheels and rivet them to a pair of internal flanges without
piercing the tread; and also that it has been proposed to bolt or rivet felloes

page_text: laterally to an internal flange at the back of the wheel; and also that wheels
have commonly.been made with their spokes abutting against a narrow internal
flange or rib on the front edge of the tyre; but our claim is for the application
of tyres with an internal rib or flange at or about the centre or on the front
edge, to be bolted or rivetted laterally to the spokes or felloes of spoke wheels for
railways, to strengthen the tyre vertically and avoid piercing the tread, as herein-
before described, and shewn at Figures 29, 30, 31, 32, 33, and 34: Also, the
mode of blocking such, tyres while heated to give them a true circular form,
ás herein-before. described. Also, the application to railway wheels of cylin-
drical ór. circular turned wooden spokes and of wooden felloes, the internal
-portion of which is a straight surface, while the outer portion corresponds to
the circle of the tyre, and which are drawn together by bolts previous to
forcing such wheel into the heated tyre by mechanical pressure, as herein-
before described, and shewn at Figures 32 and 33. Also, the modes of
constructing bearings and axle boxes for railway wheels, so as to replace the
bearings when worn, such bearings being fitted to axle boxes provided
with spring metal collars or conical hoops, or other flexible material, to retain
the grease or oil and prevent waste, as herein-before described, and shewn at
Figures 35, 36, 37, and 88.
Tenthly, we claim the mode of constructing double floors to railway carriages
for passengers, and stuffing the interstice with sawdust or other similar. sub-
stance to deaden 'the sound of the wheels, as herein-before described.
Eleventhly, we claim the mode of constructing close wagons to carry grain
or similar substances in bulk, to load near the top and discharge at the bottom.
Also, the mode of making such wagons of specific cubic contents internally, so
that they may serve as measures of quantity, and save labour and expense in
meterage, as herein-before described; and shewn at Figure 39.
Twelfthly, we claim the application of spring tension cords or chains of links,
being an improvement on the bow springs formerly patented by me, William
Bridges Adams, such chains of links being extended by the elastic action of
disc or spiral or other metallic springs to support railway carriages on their
axles, and permit lateral as well as vertical elasticity, as, herein-before described,
and shewn at Figures 40 and 41. Also, the spring frames for resisting the
tension of the cords independently of the carriage frame, as herein-before
described, and shewn at Figures 40, and 41. Also, the mode of enabling such
spring frames to traverse laterally and also diagonally to the form of the
carriage by the pressure of the flanges of the central wheels. against the rails,
the movement of such wheels being regulated by elastic or rigid diagonal con-

page_text: necting rods, as herein-before described, and shewn at Figure 44. And also,
the application of such diagonal rods to regulate the movement on curves of
wheels attached to bow springs on railway carriages. Also, the application of
rollers or lubricated loose collars to prevent friction on the bearing surfaces
of spiral or helical springs, for the purpose of elastic bearing, buffing, or
traction to railway carriages, and the application of such springs to give
elasticity to tension links, as herein-before described, and shewn at Figure 46.
.Also, the application to railway carriages of steel springs made in the form of
hoop key rings, as herein-before described, and shewn at Figures 47 and 48.
Also, the application of the disc springs formerly patented by me, William
Bridges Adams, within tubes to retain them in proper position, instead of a
rod passing through a central hole. Also, the improved mode of constructing
disc springs, as herein-before described, and shewn at Figures 42 and 43.
Also, the improved modes of forming steel plates with surfaces hollowed longi-
tudinally, being improvements on the plans formerly patented by me, William
Bridges Adams, so as to construct laminated springs without the use of slots
and studs, as herein-before described, and shewn at Figures 49, 50, 51,
.and 52.
Thirteenthly, we claim the modes of constructing close reservoirs for grain,
flesh, fish, or other perishable commodities, to be exhausted of atmospheric air by
an air pump or other contrivance, so as to prevent decomposition, or. germina-
tion, or destruction of the contents of such reservoirs by animal agency, such
reservoirs being formed either on level ground, or above ground, or below
ground, or in wagons, or in vessels on water. Also, the mode of discharging
such reservoirs of their grain by means of an archimedian screw, as herein-
before described. Also, the mode of forcing warm air or gases into such
reservoirs to dry or otherwise preserve the contents of such reservoirs. Also,
the mode of injecting steam to produce a partial vacuum by condensation, as
herein-before described.
Fourteenthly, we claim the modes of preserving urine at railway stations, for
passengers, for collection in cisterns, or either carrying it away in wagons or in
the form of salts extracted by chemical agency, for agricultural purposes, as
herein before described.
In witness whereof, I, the, said William Bridges Adams, on behalf of
myself and the said Robert Richardson, have hereunto set my. hand
and seal, this Twenty-third day of November, in the year of our Lord
One thousand. eight hundred and forty-seven.
WILLIAM BRIDGES (L.s.) ADAMS.

page_text: AND BE IT REMEMBERED, that on the Twenty-third day of November,
in the eleventh year of the reign of Her Majesty Queen Victoria, the said
William Bridges Adams came before our said Lady the Queen in Her Chancery,
and acknowledged the Instrument aforesaid, and all and every thing therein
contained and specified, in form above written. And also the Instrument
aforesaid was stamped according to the tenor of the Statute made in the
fifty-fifth year of the reign of His late Majesty King George the Third.
Inrolled the Twenty-third day of November, One thousand eight hundred
and forty-seven.