IMPROVEMENTS IN RAILWAYS, IN MOTIVE AND LOCOMOTIVE POWER
Year: 1869

page_text: LETTERS PATENT to Edward Henry Cradock Monckton, of the
Oriental Bank Corporation, Threadneedle Street, London, Gentle-
man, for the Invention of "IMPROVEMENTS IN RAILWAYS, IN MOTIVE
AND LOCOMOTIVE POWER,"
Sealed the 5th April 1870, and dated the 9th October 1869.
COMPLETE SPECIFICATION filed by the said Edward Henry Cradock
Monckton at the Office of the Commissioners of Patents, with his
Petition and Declaration, on the 9th October 1869, pursuant to the
9th Section of the Patent Law Amendment Act, 1852.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, EDWARD
HENRY CRADOCK MONCKTON, of the Oriental Bank Corporation, Thread-
needle Street, London, Gentleman, send greeting.
WHEREAS I am in possession of an Invention for "IMPROVEMENTS
IN RAILWAYS, IN MOTIVE AND LOCOMOTIVE POWER," and have petitioned Her
Majesty to grant unto me, my executors, administrators, and assigns,
[Price 8d.1

page_text: ."
Her Royal Letters Patent for the same, and have made solemn Decla-
ration that I am the true and first Inventor thereof.
NOW KNOW YE, that I, the said Edward Henry Cradock Monckton,
do hereby declare that the following Complete Specification, under my
hand and seal, fully describes and ascertains the nature of the said
Invention, and in what manner the same is to be performed, in and
by the following statement :-
My improvements consist, firstly, in improved methods of connecting
rails together. I effect this by one method by cutting or punching out
a slot in the middle of the end of each rail, the rail being laid on its
side; into one of these slots I slide one half of a fastener made of iron, or
steel by preference, of about double its .length; the end of the next rail
is then slid on the other half of the fastener, the sides of which are made
to project above and below the slots which hold and secure the rails and
prevent them moving sideways, while the part in the slot prevents them
moving up or down. By making the slot in one rail a little deeper than
in the other room is left for the insertion of a spring key, which by its
play sideways admits of the contraction and expansion of the rail; if
the space between the ends of the fastener and the slot is small the
spring key need not be used. The fastener is made like two T's placed
sideways with their bottom ends joined together thus, H; the fastener
may be further secured to the rail where desired by the insertion of two
slotted wedges, either placed one on each side of the rail between it and
the side of the fastener, or together on one side only, and driven in
opposite directions, the sides of the fastener being made in this case
further apart. The spring key I make with a small knob or projection
on one or both sides, which when it is driven home enables it to hold on
the rail and fastener and prevents it from shaking loose. Where it is
desired to remove rails quickly this is effected by making the slot in one
rail double the length of the fastener, so as to admit of its being slid
back along it; when in position this additional slot is filled up with a
piece of iron, and secured by wedges driven in opposite directions. In all
cases it must be observed that a space between the end of the fastener
however made and the end of the rail must be left so as to admit of
expansion.
By another method I apply the fastener sideways to the rails instead
of endways; this is effected by making the slots at the ends of the rails
as above described shorter and broader, so as to admit of a very thick pin

page_text: with an extended head being driven in from the inner side; the other
end of the pin has a very large screw cut in it, on which either a
common nut is screwed upon a strong metal washer corresponding to
the head on the other side, or else I use a nut with a large broad flat
base on the side next the rail, having a square projection outwards for
admitting a spanner to screw it up by. For further security I punch a
hole a few inches from the end of each rail, and extend the head of the
fastener longitudinally along the rail and bend its head into pins, so that
at one movement the centre pin enters the slots at the rail ends, while
the outer ones enter the holes pierced in the rails, due allowance in size
being here also made for expansion. These slots and holes may be
pierced of any convenient shape or form, and the screws on the fasteners
and insides of the nuts may be tinned, so as to prevent rust during the
process of tinning; the tin may be wiped off hot, when no lumps of
metal will remain behind to obstruct the screw. This method may be
varied by piercing a narrower slot within the larger one with its end
again enlarged slightly, so that the fastener in lieu of being secured by
three separate pins would here be formed in one piece solid, and be
inserted into the slot and secured as before by the screw nut on the
central pin: These fasteners would be cut out of solid metal and be
stamped into shape, or be cast in malleable iron or steel. They may
also be secured on if preferred by slotted or spring wedges inserted and
driven in opposite directions in nicks cut at the top and bottom sides of
the central projecting pin, which would in this case be made square
instead of round. The fasteners may be constructed in special cases,
where desired with an extra piece to act as a support to the join placed.
beneath, which would give an additional security against pressure from,
above. I use large square pins slotted at the sides of their ends and
secured by slotted wedges in lieu of screws for securing the fish plates.
now in use; the saving so effected would be enormous when it is con-
sidered that it is almost the invariable rule to knock off the nuts and
bolt ends in such joints, as they are usually so rusted as to be incapable
of being removed in any other way.
Secondly. In an improved shape for the ends of rails. This I effect
by bevelling or sawing them off at an angle instead of square, so
that the carriage wheels on passing from rail to rail are made to enter,
gradually upon the next rail before they have left the one on which they :
are running, and thus the continuous and sudden shocks caused by
2

page_text: square ends are prevented. Now when it is reflected how many million
times a train is thus jolted daily it is easy to see one great reason of
wear and tear, and a cause of brittleness in axletrees perhaps little
suspected.
Thirdly. In improved forms of driving wheels. By one method I turn
a groove in the outer circumference of a driving wheel sufficiently wide
and deep to admit of a steel or iron tyre lying in it; the tyre being
passed on hot on cooling fills the space; this tyre must not be jammed
on, but without being loose admit of a slight play. I also secure a cool
tyre slipped on sideways by means of a flange fastened by screws against
the side of the wheel; this admits of the steel being, where preferred,
tempered, and also of the insertion of a belt of thin canvas or of other
suitable material between the tyre and wheel, which would admit of a
slight play of the tyre; by this means a greater grip will be obtained by
the driving wheel on the rail than is now possible. The driving wheel
may or may not have an outer flange.
By another method in lieu of driving wheels acting on the rail I use a
large central cylinder or drum of 6, 8, or 10 feet in diameter, driven by
the engine in the same way as the ordinary wheels, covered with several
inches thick of vulcanized india band or tube; this is driven over
a wooden or iron platform placed in the centre between the wheels on
the same level, so that the crossings would not be in any way affected,
the platform being there grooved or cut through, and the cross rails and
switches laid as usual. This drum would have a vast adhesive surface,
and would enable engines of comparatively light make and weight to
draw very heavy loads. The elastic tyres may also be made round
outside instead of flat, which would facilitate the wheels turning on
rounding curves. India-rubber vulcanized bands could be secured by
being bolted through and held between two flanges with a sufficiency of
elastic surface projecting beyond the flanges to press upon the platform.
In the same way strong iron or other wares may be packed like a brush
round a wheel, so that their ends would project, and bending catch the
platform, while the latter may in some cases be indented or corrugated.
It must be borne in mind that this driving drum would not act as a
support of the engine beyond what was necessary by its superincumbent
weight to cause depression of the elastic material and give with it
impulsive friction.
The greater the circumference of the wheel the
greater would be its driving surface, and consequently the platforms

page_text: might be narrowed in such a case considerably. Assuming a driving
drum to be 10 or 12 feet in diameter, a platform of from 6 inches to a
foot in width would suffice. In curves it would be advisable to raise the
outer rail more than is now done, owing to the greater tendency of the
drum to draw in the direct line in order to prevent any risk of running
off the rail, and also to make the flanges of the other supporting wheels
on the engine broader and stronger, so as to make up for the want of
flanges on the drum. Where, however, the central platform is made of
iron the drum can have double projecting flanges. The platform, where
of wood, is bolted on to the sleepers, and may be further protected with
sheet iron above it; if of iron the iron may be rolled, or cast if preferred,
as a trough, along which a drum without flanges would roll; or else
elastic material may be laid along and secured in the trough, and the
periphery of the drum be made of iron uncovered with any onter
material, and corrugated, so as to hold more firmly the elastic bed
beneath it; this bed may consist of a flat solid band, or of an inflated
tube made of vulcanized india-rubber. I also use friction driving wheels
cut into V grooves round the periphery, and I make corresponding
longitudinal grooves in the irou platform, diagonal and cross grooves
being made in it for crossings. I also use one or more central rails
wedge-shaped above for the V groove or grooves of the driving wheel to
run ou instead of the platform; by this means the wet runs off, and the
snow does not lie on the rail. In steep inclines such aids with extra
special local engines would prove very useful, the platform in this case
extending merely the length of the incline.
Fourthly. In an improved construction of railway thus :-I place
my rails in certain cases above the level of the ground on large hollow
pillars, connected, tied, and girdered together. This I term "the
pillar railway," which is specially applicable to streets of towns, the
pillars supplanting the present weak lamp-posts, and thus performing
double duty. These posts are girdered together and the rails placed on
the girders. A double line is laid one on each side of the street, leaving
the road and pathways beneath, as now, clear for traffic. Each
railway in this case lies on the tops of the girders connecting its line
of pillars. On each pillar is placed a framework projecting laterally, to
which the girders are secured, the gauge being about two feet. Covered
carriages of the lightest construction, somewhat similar to those used on
the North Wales Portmadoc Mountain Railway, are by one method

page_text: attached by clips to and drawn by an endless wire rope working in
convenient lengths. The rope is drawn by revolving circular or by clip
drums worked by fixed engines placed for convenience under ground.
The endless rope is supported by rollers whose axles are fixed to the
rails, and thus form the rods. The clips consist of long iron grooved
bars hinged together like pincers and lined with vulcanized india-rubber,
wcod, or leather, and thus cause sufficient adhesion to the rope to
produce traction as the train is very light. The clip embraces the rope
both longitudinally and laterally, and is held tight by levers and screws,
so that though the rope is moving constantly and even rapidly the train
is released or set in motion gradually. At every 100 or 150 yards
there are circular staircases round two or more of the pillars, the one to
ascend the other to descend by. These stations are placed so as to
break distances on each side of the street, so that a person wishing to
descend near a spot could do so by the train stopping on the side nearest
to it. Instead of destroying entire houses a sufficient space only would
be needed out of parts of them, which could be easily divided off so as
to admit of turning corners or of a passage being made through them.
The carriage wheels are by preference surrounded by leather or vulcanized
india-rubber to prevent sound, and their bodies being made with doors
at each end the passengers starting would enter by the one behind
while those leaving would depart by that in front. These trains would
be very numerous and by running continuously would give immense
public accommodation. As there would be no noise there would be
neither nuisance nor fear of frightening horses below, nor would the
roadway or the houses be darkened as may be easily evidenced by entering
a covered station, where the girders, supports, and glass roofs, occupy far
more room than these few simple pillars and their girders open to the air
could possibly do. As the system proposed here is essentially one of
rope traction steep gradients would not matter, and levels could approx-
imately be easily kept by making the pillars longer or shorter instead of,
as now levelling and filling in the ground, thus by avoiding earthworks,
tunnelling, and the purchase of ground, and having merely to compensate
for occasional damages done, the saving would be so great that the
extra cost for ironwork would be much reduced, and a railway so made
would not only be much cheaper than any other but would at very
small charges, say, penny rates for small parcels each and penny fares
for passengers to any distance within 10 miles, give such an amount
of accommodation to the public as has never yet been attained and that

page_text: with a commensurate profit to the shareholders. The speed, regulated
by circumstances, would vary from 6 to 10 miles an hour or with a
higher speed under special circumstances. From midnight till morning
would be reserved for parcels and goods trains, an occasional passenger
carriage running intermediately. Though especially applicable to towns
the same system can be economically applied to branch railways and
for mineral districts where the ground is hilly, the train running on the
ground where level. If preferred separate ropes may be used instead of
endless ones; the rope, where endless, may be arranged to run up one
side of a street and down the other. At each terminus the carriage is
either run round a curve or can be run on to and off from a central rail.
The winding engines may be placed intermediately between two sets
of the wire ropes so as to do double duty by actuating double sets of
drums placed on each side of it. Fowler's drums clips arranged on a
sextant frame with a handle would be also very effectual for seizing and
releasing the rope. As a further protection from danger a central guide
rail which may or may not be used as a means of propulsion is intro-
duced to prevent the possibility of trains running off their rails as in
the Mont Cenis Railway, and where preferred light locomotives worked
by compressed air may be used, the air being supplied from below by
tubes placed momentarily in connection with ready filled tubular
reservoirs of air compressed by steam power placed in central positions;
the air reservoirs and their engines may thus be situated at considerable
distances apart. The air in these locomotives can also have its force
greatly and economically increased by the tubes containing it being
heated by steam generated by a lamp or by a small coke fire, the spent
air from the engine passing up the chimney to cause a draught, if
thought advisable in any particular locality to adopt such means.
Crossings on a level are effected by depressing the rope into a channel
below the level and releasing the clips during the interval of crossing,
the momentum acquired taking the train over that distance, when the
clips are again applied.
Fifthly. In improved methods of signalling danger. On each loco-
motive a special danger whistle different in sound from the ordinary
whistle is attached, and in every guard's van is placed a whistle similarly
made to be sounded by air compressed in a case always kept charged by
a hand pump, besides which communications between guards and drivers
can be made by a code of whistle signals. Along the tops of the vans I

page_text: make a passage covered by vulcanized iron netting, along which a man
walking and stooping would be safe in tunnels and under bridges, a
flap with a hinge placed so as to form a connecting bridge between every
pair of carriages. Handles or rails are fixed at the end of each carriage
to hold on by and steps by means of which the guard can descend on
either side to a platform on a level with the carriage steps.
This
.platform should be so extended that (as on the continent) the guard
could also walk along it, holding on from one end of the train to the
other. Above the heads of the passengers on each seat there is placed
a bar revolving on supports at each end; from this bar are made to
* project four or five levers with pulls and tassells attached to their ends
labelled danger tassells. The end of this bar projects outside the
carriage and another lever is fixed on to it in an upright position, while
the levers within the carriage lie flat next the roof, being kept there by
a spring. A pull on any one of the levers within instantly pulls down
the lever outside, and this being made to draw a rod or wire with a
spring slide placed in communication with the guard's van would there
¡indicate the number of the carriage signalled from, and also pull a
¡warning or move an electric bell, or release one pulled up. These
sliding rods are placed in tubes with spring closing swivel hooks at
their ends, on which a chain is secured and connected at its other end
with a similar sliding rod in the next carriage, and so on till the
guard's van is reached. The sliding rod is kept in position by a spring
"coiled within the tube through which it passes. Each carriage has,
as now, a glass window above, only larger and capable of being opened
further, so that on screams being heard the passengers in one com-
partment could look in and see what was going on in the next, and
in case of violence or accident themselves give the necessary warning to
the guard.
Sixthly. In an improved form of break, which I call "an extreme
danger break." This is accomplished by using for each carriage an iron
skid or drag similar to that now employed for stage and other coaches,
which being lowered upon the rail the wheel instantly runs on to it and
immediately a sliding motion results from the wheel being fixed. This
skid is made to fit over the rail below and to rise with a flange above it
on the outer side, presenting a flat surface inwards; it is tapered gently
towards the wheel, so that the wheel may run easily on to it, and when
lowered it can at pleasure by varying the construction be allowed to

page_text: pass either quite under the wheel or only partially under it, so that
except in cases of the most urgent necessity a small surface only of the
skid need be made to pass beneath the wheel, the lowering bars holding
it in the desired position. This skid from its extended surface would
when pressed upon by the weight of the carriage prove most rapid in its
action; this I term the "extreme danger break," which in addition to
the ordinary breaks should be attached to each carriage and engine.
This skid is raised and lowered by two parallel bars hinged to the frame
of the carriage above and united below by a third bar, to which they
are also hinged, and secured to the skid beneath by chains; it is pre-
vented from running too far back by a stout drug chain fixed in front
of it. A flat bar sliding backwards and forwards beneath the carriage,
having two slots on the outer side, sustains the parallel bars and skid by
means of a side bar and catch projecting from them resting on it, so that
by drawing this rod either backwards or forwards the catch is released
and this bar falls through one or other of the slots between which it is
suspended and releases the skid, as there are two such slotted sides,
one on each side of the carriage, and both are connected by ropes or
chains coiled round revolving axles at each end of the carriage; by
turning one or other of these axles the slotted bars are slid one way or
the other. The axles and slides are kept in position by means of a central
spring. The axles have each of them a lever rising from their centres,
which are connected by means of chains with rings or springs catches at
each end, so that the guard at one end or the engine driver at the other
can in a moment by means of a lever release the skids of an entire train.
As these skids would only be used in cases of the greatest emergency it
is preferable that on the danger being passed the train should be backed
and the skids raised into position, by preference, by the hand rather than"
by mechanical contrivances that would only render the apparatus more
complex. One pair of skids would be ample for each carriage, though
any number may be similarly applied. There must be sufficient sup-
porting space allowed between the slots in the bar to admit of play
between the carriages and buffers. The break may be released or raised, if
preferred, in various other ways well known to engineers. It is obvious
that the air engine system above described might be applied to all railways
with great economy. Assuming that large stationary pumping engines
were established, say, every 10 miles along a line of railway, the engine
could be supplied with compressed air almost simultaneously by con-
necting its supply tube by means of an union and double cocks with the

page_text: reservoirs at the station; the time occupied would not exceed the usual
stoppage time, so that except for express trains, for which special
engines would be made, each engine might obtain a sufficient supply as
it went along. Again the adoption of the air system as cheapest for all
ordinary traffic does not necessarily shut out the use of steam loco-
motives, say, for express or special trains. The air locomotive is especially
applicable to underground railways; its cleanliness, coolness, and supply
of fresh air where most wanted, as in the tuunels, and its absence of
danger from fire would be special recommendations. This security would
prevent those frightful accidents from firing trains. Again the air loco-
motive need not be of the present gigantic proportions and enormous
weight, and the trains could also be lightened accordingly. The air
reservoirs being tubular resist very high pressures and are far safer than
the steam boilers now in use, because there is no large outer casing as
in boilers to contain the air, the tubes alone containing it, and being
made capable of withstanding a far greater pressure, besides which
from never being exposed to fire and never being subjected to wear
and tear they would be very lasting. Thus the saving in locomotive
renovation would alone be something enormous. As regards the saving
in working this would also be very great, as it would amount to the
vast difference between that of working stationary and locomotive
engines; the former is a large, cheap, durable, and strong engine, not
polished up and without complication of parts; it can be worked with
great economy at low pressure with steam expansion cylinders and large
fly wheels, in short far more economically than the locomotive; the
locomotive is a beautiful piece of highly finished and costly machinery,
carrying its own fuel and water, and this often at express speeds; the
cost of the transport of these weights in addition to its own extra great
weight and bulk is far greater than would be supposed; the value of
the coal used by a locomotive is more than doubled at the end of a
journey; the weight of water and its cost of transport is another serious
item; the constant wear and tear of boiler and the complicated parts
connected with it, always requiring an expensive establishment to keep
it in repair and a stoker to keep up the fire would be avoided; the
The air
annoyance to passengers from smoke would be got rid of.
system would admit of larger and longer cylinders being used, and with
them a longer stroke and larger driving wheels, so that the air might be
expanded to the utmost before passing off, and there being no large
boiler there would be abundance of room to carry this out; the air

page_text: reservoir tubes could be packed away all round or above and below in any
convenient position, while the tender could also form a second reservoir,
which by attaching an union could give its supply; the reservoir once
filled the time now lost in getting up steam would be avoided. This
system is specially applicable to locomotion on common roads, whether
for omnibuses or traction engines, and also, there being no fire, for
thrashing and other agricultural engines. Power to be easily transported
without weight is the desideratum. It is thus a converse system, is
applied to water works in France, the tank being exhausted of its air
by a stationary engine the cart proceeds to the rive, the hose is let
down, and the communication with the tank opened, when the water
rushes up and fills it by means of atmospheric pressure.
If this process
pays the condensed air system may do so also. By means of air locomotives
parcels' delivery carriages could be cheaply run.
Seventhly. I make use of carbonic acid gas generated in any of the
ordinary ways, but by preference with pure limestone or marble and
acid, such as the sulphuric, to supply gas under pressure in lieu of
steam to work the engines of my improved system of railway. This
is done by having several distinct cast-iron, wrought-iron; or steel
generators lined with lead, or electro-plated, or otherwise, in which
the proper proportion of acid and carbonate is placed, and as each
has fulfilled its office it is replenished while the next one is brought
into action. The gas supply is generated very gradually, and is
regulated so as to give a working and to avoid a dangerous pressure in
the following manner:-My gas generator is formed out of a strong
cylinder of cast-iron, but preferably of wrought iron or steel, electro-
plated with silver, or lined with lead without solder within, and which
may be heated or not at pleasure. In this are made four orifices, one at
its bottom by which to let out dirt and clean it, another near its top by
which the gas would be supplied to work the engine, a third above bý
which to insert pieces of pure limestone more or less granulated, and a
fourth through which a double tube is inserted, one half of which tube
is made to descend by preference into or near the limestone below, while
the other has its termination also inside but near the top of the generator.
This double tube has inserted in it outside the generator a stop-cock
with two holes in it, made to correspond with the holes in the double
tube, which are opened and closed simultaneously by merely turning the
tap; above this tap there is a vessel containing acid, into the bottom of
which this double tube is inserted, the top of the tube descending to the

page_text: limestone enters at the bottom of the acid vessel and only just rises
above it, while the other part of the double tube which has its termina-
tion near the top of the inside of the gas generator is made to rise
nearly to the top of the vessel containing the acid and above it.
The action is as follows:-All the orifices being closed the tap is
turned a very little, and a very little of the acid descends on and into
the limestone through one half of the double tube. The gas generated
rises and passes up through the other half of the tube, and enters the
acid vessel above the acid, and thus an equilibrium pressure is established
above and below the acid, which by this means can by turning the tap
more or less be made to descend in the exact proportion required to
generate the exact amount of gas required for each stroke of the engine.
By merely letting down more acid more gas will be generated, more
force produced, and with it speed attained, and by shutting off the acid
the reverse will be the result. I prefer to use a glass well protected
vessel to hold the acid. Several such generators are placed in commu-
nication with a main supply pipe for the engine, so that some are
cleared and replenished while the others are either at work or ready
for it. By this arrangement all that is required are a few generators
and a main to which they are screwed by unions with taps in them, the
acid and lime being supplied as required. This system, though more
costly than the steam engine, is suited for towns and for roa is and
places where the steam is objectionable or coals very dear, and would
be much cheaper than horses. The engine cylinders may be heated by
any convenient arrangement, and so also may the generators themselves
and the gas as it passes from the generators to them. In packing and
uniting the tubes in order to form air or gas reservoirs, I find it con-
venient to draw down to a point and to hermetically seal or weld up one
end of each tube; the other end is drawn or swaged down to a reduced
conical diameter, and the end of it then being welded up solid has a
screw cut in the solid part, the rest of the end being turned truly;
conical holes are then bored in the middle of the conical part, the tubes
are now packed with their conical open and closed ends alternated and
lying in horizontal layers, the conical open ends projecting below the
closed ends at each extremity; the conical open ends are then to be
inserted into conical holes bored through a thick tube into which they
are ground; these are filed flattish outside, so that a whole upright layer
or section is at once fitted into the holes in this large upright tube,
which is formed with a somewhat smaller bore and much thicker sides

page_text: and nuts being screwed on to the solid ends projecting beyond the flat
part of this tube the conical part of the tube is drawn up tight and
forced into the conical bole. Prior to doing this either red or white lead
mixed with linseed oil may if preferred be rubbed on the conical part,
and this when shut in helps to close the joint and harden in and about
it, or else a solution of sal ammoniac is rubbed on the joins, and in a
few days effectually rusts up any opening that may have escaped notice.
Iron cement may as a further protection be also applied outside round
the joins and left to become hard before use, but if the join is properly
made iron upon iron alone is the best. The tubes being packed alter-
nately it is obvious that the same process of closing the tubes must be
gone through at the other end, and that then both ends must be united
by one or more tubes running from end to end, which in turn will
communicate with the engine, as is now carried out with the steam
engine. The ends of the tubes where preferred may be brazed or soldered
into the thick tube after securing the screws with nuts.
Another method already in practice is to screw the ends of two tubes
by a right and left hand screw into a suitable socket so as to jam the
ends together, the end of the one being cut V-shaped and the end of the
other being either flat or countersunk in the middle to receive it.
My air, carbonic acid gas, and electro-magnetic power systems can be
applied to propel vessels in short runs, as across channels, the annoyance
of coaling being thus avoided. Electro-magnetie propulsion seems best
adaped for long voyages and as an aid to sailing vessels.
I claim the novel application of well known substances and processes
to produce improvements in railways, in motive and locomotive power
as above described, without limiting myself to any particular form of
construction so long as the application of the novel principles of my
Inventions are observed.
In witness whereof, I, the said Edward Henry Cradock Monckton,
have hereunto set my hand and seal, this Ninth day of October, in
the year of our Lord One thousand eight hundred and sixty-nine.