A Novel Method of Controlling Fluid-pressure Engines for Blowing Organs.
Year: 1896

page_text: Date of Application, 20th Feb., 1896
Complete Specification Left, 20th Nov., 1896-Accepted, 6th Feb., 1897
PROVISIONAL SPECIFICATION.
A Novel Method of Controlling Fluid-pressure Engines for
Blowing Organs.
I, HUGH SWANTON, 34 Fairfield Road, Bow, Middlesex, Engineer, do hereby
declare the nature of this invention to be as follows:-
The object of this invention is to utilize hydraulic power, as obtained from the
street mains, more efficiently than heretofore.
The bellows or feeders of organs are usually operated by reciprocating engines,
the intermittent blasts of air being stored in a reservoir, the rising or falling of
which is utilized to effect the closing or opening of a cock or valve, thereby
determining the quantity of water admitted to, & consequently the pressure
actuating, & speed of, the engine.
The pressure in the mains often fluctuates considerably, & as engines are
necessarily proportioned to their loads & lowest pressures, the duty practically
obtained from water under the present system of control is low.
I therefore reject the cock as a means of automatic control, & allow the water-
pressure in the mains unrestricted access to the pistons, utilizing the reservoir to
adjust the power of the engine, by varying the length of its stroke, (within
of course predetermined limits) & thereby automatically control the speed of
the engine. Obviously, the stroke of the feeders may be varied, but at a
disadvantage.
My invention therefore resolves itself into the substitution of any practical
method of varying the leverage between the pistons & feeders, in the place of the
now universal cock or valve.
Organ feeders are constructed, arranged, coupled & operated in every conceivable
manner, & the application of my method of control must necessarily vary likewise,
the principle of adjusting the stroke of the engine to the air-resistance of the
feeders & water-pressure existing at any moment remaining unaltered.
Assuming a common arrangement consisting of two vertically acting feeders
under a reservoir. Centrally, & conveniently fulcrumed at its upper end, I arrange
a pendulum lever swinging in the same plane as the centres of the feeders. At a
convenient distance I arrange the engine horizontally, & couple it to the lower end
of of the pendulum lever in the usual manner. On either side of the pendulum-
lever, in the same plaue as the centres of the feeders, & clear of its travel, I
arrange bell-crank levers, one arm being horizontal or nearly so, to operate the
feeders in the usual manner, the other, which is shorter than the pendulum lever,
pendent. Between the pendulum lever & pendent arms of the bell-crank levers
I arrange suitable rolling or sliding struts or thrust-rods, which are connected to,
& travel vertically with, the top of the reservoir. When the reservoir is empty, the
travelling struts are in their lowest position, & therefore near the end of the pendent
arms of the bell-crank levers, & the leverage is in favour of the engine. When the
reservoir is charged, the travelling struts are in their highest position, & therefore
near the fulcrums of the bell-crank levers, & the leverage is in favour of the
feeder. The valve-rod of the engine may be operated by any suitable mechanical
ecunection with the feeders, preferably by the pendent arins of the bell-crank
levers.

page_text: The action of the apparatus is as follows:-Water being admitted to the
engine operates the pendulum lever, bell-crank levers & feeders. As the reservoir
rises it raises the travelling struts with it, thereby increasing the load on the
engine, & shortening its stroke until the resistance of the feeders almost balances
the thrust of the engine, which then continues moving at a sufficient speed to
supply the inherent waste or wind leakage, the stroke of the feeders remaining
constant.
A demand on the compressed air in the reservoir causes it to subside, thereby
lowering the travelling struts, decreasing the feeder leverage, & increasing the
stroke of the engine, which responds as required.
In this arrangement, the power necessary to adjust the travelling struts is
furnished by the reservoir, but the engine might operate constantly moving pawls,
which could then effect the necessary adjustment of the travelling struts, in the
direction determined by the position of the reservoir.
Obviously, the adjustment of the travelling struts may be accomplished by
hydraulic or pneumatic means, the top of the reservoir controlling suitable cocks
or valves.
The bell-crank levers may be of a less angle than 90 degrees, & thereby enabled
to neutralize the unequal air-resistance of the feeder ribs, with advantage.
Dated this Nineteenth day of February 1896.
A Novel Method of Controlling Fluid-pressure Engines for
Blowing Organs.
I, HUGH SWANTON, 34 Fairfield Road, Bow, Middlesex, Engineer, do hereby
declare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement :-
The object of this invention is to utilise hydraulic power as obtained from the
street mains more efficiently than heretofore.
The bellows or feeders of organs are usually operated by reciprocating engines,
the intermittent blasts of air being stored in a reservoir, the rising or falling of
which is utilised to effect the closing or opening of a cock or valve, thereby
determining the quantity of fluid admitted to, and consequently the pressure
actuating and speed of, the engine.
The pressure in the mains often fluctuates considerably, and as engines are
necessarily proportioned to their loads and lowest pressures, the duty practically
obtained from water under the present system of control is low.
I therefore reject the cock as a means of automatic control, and allow the water
pressure in the mains unrestricted access to the pistons, utilising the reservoir to
adjust the power of the engine, by varying the length of its stroke, (within, of
course, predetermined limits) and thereby automatically control the speed of
the engine. Obviously, the stroke of the feeders may be varied, but at a
disadvantage.
My invention, therefore, resolves itself into the substitution of any practical
method of varying the leverage between the pistons and feeders, in the place of
the now universal cock or valve.
Organ feeders are constructed, arranged, coupled, and operated in every
couceivable manner, and the application of my method of control must necessarily
vary likewise, the principle of adjusting the stroke of the engine to the air

page_text: resistance of the feeders and water pressure existing at any moment remaining
unaltered.
Any of the known methods of varying leverage if interposed between the pistons
or rams and feeders will accomplish the object of this invention, but arrangements
are to be preferred in which wear is automatically taken up, in order that the
mechanism may run for extended periods without noise and without attention
beyond that necessary for lubrication.
The drawings herewith are in dingraramatic form, in order to more clearly show
the principles involved in my invention.
Figure 1 Sheet 1 shows an arrangement operating a common type of vertically-
acting feeders at half stroke. A is a pendulam lever fulcrumm d at a, complel to
and operated by an engine B. CC are travellers coupled at c in any convenient
manner, coupled to, and rising and falling with the top of the reservoir, shown in
their highest position in the drawing, and falling with the reservoir to the position
shown in dotted lines C C D D are bell-crank levers fulcrummed at d d, which
operate feeders through the thrust rods E E. It will be observed that the angle
of the bell-cranks is less than the ordinary 90 degrees; the feeder resistance, which
is considerably greater in the open position, may by this means be almost equalised
with economy of energy and with smoother action. Attached to the valve rod
of the engine are tappets F F, which are engaged by the pendant arms of the bell-
crank levers D D, thereby determining the travel of the feeders.
The action of the apparatus is as follows:-The bellows being empty, the
travellers C C are in their lowest position C' C, and the leverage is therefore in
favour of the engine, the stroke of the engine being slightly in excess of the travel of
the feeders. On the starting valve being opened, fluid under pressure has free and
unrestricted access to and egress from the engine, which responds, oscillating the
lever A to its maximum stroke, and by means of the travellers CC, rocking the
bell-crank levers D D and thereby operating the feeders.
The pendant arms of the bell-crank levers D D, near the termination of their
travel, engage the tappets F F, thereby reversing the engine at a certain invariable
position in the travel of the feeders. The reservoir is now being rapidly inflated,
drawing upwards the travellers CC nearer the fulcrums d d of the bell-crank
levers D D, thereby enabling a lesser travel of the lever A, and a shorter stroke
of the engine to fully operate the bell-crank levers D D and feeders. Complete
inflation of the reservoir draws up the travellers C C to a position on the pendant
arms of the bell-crank levers D D near the fulcrums d d, lessening still further
the travel of the lever A and stroke of the engine, in which the resistance of the
feeder almost balances the thrust of the engine, which then continues moving at
a sufficient speed to supply the inherent waste or wind leakage, the travel of the
feeders remaining constant.
A small demand on the compressed air in the reservoir causes it to subside,
lowering the travellers C C to a position on the pendant arms of the bell-crank
levers DD further from the fulerums d d, thereby increasing the travel of the
lever A and stroke of the engine. The increase of leverage in favour of the
engine causes an acceleration of speed, sufficient to supply the demand.
A larger demand on the compressed air in the reservoir brings about a
proportionate lengthening of stroke, and an acceleration in the speed of the engine
in the same manner, the apparatus working at its highest speed and delivering its
maximum quantity of compressed air when the travellers CC are near the bottom
of the pendant arms of the bell-crank levers D D, the stroke of the engine being
then almost at its maximum.
A cessation of the demand restores the position of the travellers C C as described
with reference to the full inflation.
The pressure in the mains often fluctuates considerably, and in the foregoing it
5 has been assumed to be at or about its maximum. A fall of pressure causes the
travellers CC to automatically adjust themselves at a proportionately greater
distance from the fulcrums d d of the pendant arms of the bell-crank levers D D,

page_text: thereby lengthening the stroke of the engine as required, and at all times utilising
the energy of the fluid under pressure to the greatest possible advantage.
Figure 2 Sheet 1 shows another common arrangement consisting of four
vertically-acting feeders coupled in pairs. In this arrangement the reservoir is
usually at a distance, the well area being entirely occupied by feeders. It is
therefore necessary to provide independent means to adjust the position of the
travellers. This may be conveniently accomplished by hydraulic power. In this
example, in order to automatically take up wear, thus secure silence, etc., and to
avoid alternating strains, the motive apparatus is divided.
A A are levers fulcrummed at a a, coupled to and operated by engines B B.
D is a T-rocker, centred at d (which takes the place of the bell-cranks D D of
Figure 1). Its horizontal arms operate coupled feeders in the nsual manner.
Arranged on either side of the pendant arm of the T-rocker D and between it
and the levers A. A are travellers C C, which are coupled in any convenient
manner to, and operated by the hydraulic piston P'. The hydraulic piston P is
controlled by a four-way cock Q, having inlet q' and outlet 92 and connections to
cylinder p p. The arm g of the cock is coupled to a floating lever q', one end of
which is weighted and controlled by the reservoir in the usual manner, the other
end being coupled to the lever R, which is fulcrummed at r, and coupled in any
convenient manner to the hydraulic piston P. FF are tappets on the valve rod
of the engines, which are engaged and operated by the arm f of the T-rocker D,
one main slide valve controlling both engines.
The action of the apparatus is as follows:-The bellows being empty, the
travellers C C are in their lowest position C¹ C', the stroke of the engines is at its
maximum, the levers q' and R being in their dotted positions, and the cock Q being
adjusted to be sufficiently opened to maintain pressure above the piston P. On
the starting valve being opened, fluid under pressure has free and unrestricted
access to and egress from the engines, which respond, oscillating the levers A A to
their maximum stroke, and by means of the travellers CC operate the T-rocker D
in the manner described with rererence to Figure 1. Near the termination of its
stroke the arm engages the tappets F F which determine the travel of the
feeder as described with reference to Figure 1. The distant reservoir is now
being rapidly inflated, drawing upwards the weighted arm q', transferring pressure
from above to below the piston P, aud removing the pressure above it, thereby
causing the piston P to move upwards, drawing with it the travellers CC up the
pendant arm of the T-rocker D nearer the fulcrum d, whereby the stroke of
the engines is shortened as described with reference to Figure 1, the travel of the
feeders remaining constant. But the upward motion of the piston P' has operated
the lever R which partly neutralises the action of the bellows on the lever q, and
consequently tends to cut off pressure from below the piston P. This combined
action of the levers R and q continues until the reservoir is fully inflated, when
the cock Q, under the control of the reservoir, assumes a neutral position, thereby
locking the piston P and travellers C C in a position which restricts the stroke
and consequently the speed of the engines to that necessary to keep the reservoir
fully inflated as described with reference to Figure 1. It is important that the
action of the cock be not too rapid in order that the variations in speed may not
be sudden or violent.
A demand for compressed air causes the reservoir to subside and operate the
cock by means of the lever q', admitting pressure above the piston P and
simultaneously relieving pressure from the under side of piston P, which with
travellers CC is consequently forced downwards until the pressure above piston P
is cut off, and cock Qassumes a neutral position, thereby locking piston P and
travellers CC in a position which gives the required acceleration of speed as
described with reference to Figure 1.
A cessation of the demand causes the reservoir to rise and operate the cock Q
thereby adjusting the position of the piston P, travellers C C and speed of the
engines to that sufficient to supply the inherent wind leakage.

page_text: It will now be evident that the piston P and travellers CC follow the
movements of the reservoir, securing the same result as the rigid coupling describe.l
with reference to Figure 1: and that the effects of varying pressures are identical
n results with those described in reference to Figure 1.
This arrangemeut also utilises the energy of the water in the engines B B to the
greatest possible advantage. The quantity of water consumed by the hydraulic
Controlling apparatus is but small, and in this respect arrangement Figure 2 is
inferior to that shown in Figure 1.
Figure 3 Sheet 2 shows another arrangement of feeders in com non use consisting
of a series of six horizontally-acting feeders rigidly connected to one thrust bar, a
set of three being in simultaneous action. In this example, as in Figure 2 Sheet 1,
the motive apparatus is divided.
AA are pendulum levers fulcrummed at a a coupled to and operated by engines B B.
DD are levers fulcrummed at dd, and fitted at their upper extremities with rollers
(the levers taking the place of the bell-crank levers D D of Figure 1 Sheet 1).
Between the pendulum levers A A and levers DD are travellers CC as before,
which are coupled to and operated by the rock-lever c. G is a controlling reservoir
operating the travellers CC through the connection c and the rock-lever c', which
is fulcrummed at e². An arm f fixed to either of the levers D D engages and operates
the tappets F F on the valve rod of the engine.
The action of the apparatus is identical with that described with reference to
Figures 1 and 2 Sheet 1, and need not therefore be described in detail.
But the reservoir G may be utilised for the purpose of control in two different
ways. Firstly, all the compressed air from the feeders may be passed through it
in the ordinary manner as shown in Figure 1 Sheet 1. Secondly, it may fulfil the
office of the hydraulic piston described with reference to Figure 2 Sheet 1, and may
be considered and used as a large pneumatic lever, with this advantage, i.e. :-that
no compressed air is wasted and with the further advantage that no chain to, or
other mechanical connection with a distant reservoir is necessary.
In the second method, the supply of compressed air from the feeders is directly
conveyed to the distant reservoirs of the organ, which are fitted with valves in the
ordinary manner, cutting off the supply of compressed air from them when they are
fully inflated. A passage for compressed air from the main wind trunk to and from
the large pneumatic lever G is provided by the pipe g which is fitted with a choking
device g. The large pneumatic lever G is weighted in the usual manner, and should
be sufficiently powerful to control the travellers CC. The speed at which the
large pneumatic lever G rises and falls can be adjusted by its load and by the
choking device g¹.
The action of the apparatus arranged as above described is as follows:-The
bellows being empty, on water being admitted to the engines they respond, filling
the distant reservoirs in the organ. As the valves in the distant reservoirs cut off
the supply, the air pressure in the main wind trunk, which conveys the wind from the
feeders, slightly increases, and raising the large pneumatic lever G reduces the
stroke and speed of the engines as before explained. The large pneumatic lever G
rising at an easy rate, continues to operate the travellers CC, and is aided in
checking the speed of the engines by a momentary and slight increase of air
pressure in the feeders themselves. The continued rise of the large pneumatic
lever G increases the leverage against the engines, till the temporary feeder resistance,
no longer necessary, ceases.
A demand for compressed air causes a diminution of air pressure in the main wind
tunk, the large pneumatic lever G subsides under the influence of its load at a rate
determined by the choking device g', operating the travellers CC and thereby
increasing the stroke and speed of the engines at a convenient rate until the demand
is satisfied.
A cessation of the demand causes the large pneumatic lever G to rise and repeat
the operation as described above.
It will now be evident that the compressed air stored in the large pneumatic

page_text: lever G is utilised in the organ, that none is wasted, and that the rate of increase
and decrease of speed of the engines can be determined.
Figure 4 Sheet 2 shows another arrangement in common use, consisting of
three hinged feeders operated by a three-throw crank shaft driven by a rotary
engine. In this case the crank pin may be radially adjustable, its position being
-determined by the reservoir. The crank pin so mounted may be considered as the
equivalent of the lever A and traveller Ċ of the foregoing arrangements, while
the slipper guides which receive the thrust of the engine, and the cranks which
operate the feeders, may be regarded as equivalent to the bell-crank lever D of
Figure 1.
B is a rotary engine, preferably of the three-cylinder type, driving the crank
pin A. The crank pin A is mounted on a slipper C, which is radially guided on
a disk D. Fulcrummed on the disk D is the small bell-crank c', one arm being
coupled to and operating the slipper C, the other being forked to engage the
collar c³. The collar e3 slides on the main crank shaft and is connected with the
reservoir at c through the forked arm e', rock-shaft 2 and lever c. The reservoir
is shown in its inflated position, -the crank pin A near the centre of the main
crank shaft, the stroke of the engine consequently at its shortest, and the speed
just sufficient to supply the inherent wind leakage,
The action of the apparatus is similar to that of the foregoing arrangements, a
movement of the reservoir shifting the crank pin A and increasing or decreasing
the stroke and speed of the engine as required.
In some cases a small rotary engine is employed, rauning at a higher speed than
that of the main crank shaft to which it is coupled by gearing. For small loads
frictional driving appears to be satisfactory, and my methol is easily applicable to
this system.
-Figure 5 Sheet 2 illustrates the driving portion of such an arrangement. D is
a disk suitably prepared for frictional driving, arranged on the end of a three-
throw crank shaft which operates feeders as in Figure 4. B is a small rotary
-engine driving a cross shaft S. Mounted on the shaft S and suitably connected
therewith is a sleeve carrying a driver T. The driver T drives the disk D by
friction and the position of the driver T is determined by the reservoir by means
such as the bell-crank c.
The action of the apparatus is as follows:-The reservoir being empty, the
driver T will be near the periphery of the disk D, and consequently the leverage
will be in favour of the engine. On water being admitted the engine responds.
As the rescrvoir rises it operates the bell-crank c³ and forces the driver T nearer
the centre of the disk D, thereby increasing the resistance to the engine and
reducing its speed. The reservoir will continue to rise and to reduce the speed of
the engine until the driver T finds a position on the disk D in which the resistance
of the feeders almost balances the effort of the engine, which then continues moving
at a speed just sufficient to supply the inherent wind leakage.
A movement of the reservoir shifts the position of the driver T on the disk D,
increasing or decreasing the speed of the engine as required.
In the foregoing examples Figures 1, 3, 4 and 5, the power adjusting the
travellers is furnished by the reservoir, and in Figure 2 by independent hydraulic
means; but it may be derived from the engine itself. The arrangement showu in
Figure 4 affords a convenient example.
In Figures 6 and 7 Sheet 2, A is an adjustable crank pin mounted on a disk D
as in Figure 4. The slipper C being adjustable by means of a screw v mounted
on the back of the disk D. The screw v carries a mitre wheel v. Sleeves y and y¹
respectively carry mitre wheels w and w'; and pawl wheels x and x. The pawl
wheels and are respectively operated by pawlsz and z', which are controlled
by the reservoir by means of the lever c and rock-shaft 2. The pawls z and 2¹
should be held in position by suitable springs not shown in the drawing. Obviously
a frictional device may be substituted for the pawls described, and where greater
refinement of control is required the floating lever principle may be employed as

page_text: in Figure 2 Sheet 1. The pawl is extended at in order that an extension of
the slipper C may act as a tappet and disengage the pawl z, when the crank pin A
is at the limit of its travel. At complete inflation of the reservoir the reverse.
action takes care of itself.
The mechanism just described controls the position of the crank pin A, by
preventing the rotation of the pawl wheels with the crank shaft, and thereby
imparting a rotary motion in the required direction to the mitre wheel vl and screw v..
The action of the apparatus is as follows:-The gear being suitably set, the
pawl will engage the pawl wheel and the rotation of the main crank shaft
will therefore lengthen the stroke of the engine by means of the mitre wheels w
and and screw v. On the engine being started, it operates the feeders and
inflates the reservoir, presently disengaging the pawl from the pawl wheel c,
thereupon instantly engaging the pawl with the pawl wheel a', thereby operating
the screw in the reverse direction by means of the mitre wheels w' and ', shortening
the stroke of the engine, limiting its speed and determining the inflation of the
reservoir.
A demand for wind brings pawl z again into action, holding pawl wheel r, and by
means of mitre wheels w and a rotating the screw and lengthening the stroke of
the engine which responds as before.
An engine blowing an organ may be stopped by the organist or operator at any
moment, and in this arrangement the crank pin A will remain in that position in
which the instant of stoppage finds it. To take an extreme case for example, it is.
assuined that the apparatus has been stopped at a period of maximum water pressure,
and that the position of crank pin A is that which limits the engine to its minimum
stroke.
The organ is now required and the water is assumed for example to be at its
minimum pressure.
Water being admitted finds the engine overpowered, unable
to move the feeders at a useful speed and incapable of inflating the reservoir, its
speed being obviously restricted to that determined by the inherent wind leakage..
But the controlling gear is in action, continually increasing the stroke and leverage
in favour of the engine. This action continues until the power and speed of the
engine enable it to inflate the reservoir sufficiently to operate the controlling gear
in the reverse direction, checking the speed of the engine and thereby determining-
the limit of inflation.
This form of apparatus should be employed in combination with a reservoir fitted
with inverted ribs only, and it is assumed in the foregoing description that the
reservoir is so constructed.
It will now be seen that the essential features of my invention consist of:-
(A) The elimination of the controlling cock or valve,
(B) The free admission of fluid under pressure to and its egress from the engine.
or engines,
(C) The determining of speed by automatically varying the leverage between
engines and feeders,
with the object not hitherto accomplished, ie. ;-the perfect utilisation of either
constant or fluctuating water pressures.
This method of control may be advantageously used in combination with the
invention described in Specification No. 2996 of 1896.
Engines as usually proportioned have hitherto been rendered wholly or partially
inoperative during periods of unusually low pressure in the mains; and a valuable
incidental advantage of my method of control is the absence of inducement to
dangerously restrict piston area with a view to economy in the consumption of
water, excess of piston area being no longer a source of waste.
Having now particularly described and ascertained the nature of my said inven
tion, & in what manner the same is to be performed, I declare that what I
claim is :-
1. Automatically controlling fluid pressure engines by power derived from the

page_text: motion of the bellows only without the aid of any controlling cock or valve such
as has always hitherto been employed.
2. The method of automatically controlling fluid pressure engines for blowing
organs substantially in the manner above described and without the aid of the usual
controlling cock or valve.
3. The herein described method of automatically controlling the power &
speed of fluid pressure engines for blowing organs which the motion of the
air reservoir or bellows alone is utilized and serves to automatically adjust the
stroke of the engine in proportion to its work (viz.: the air resistance of the feeder
and fluid pressure existing at any moment) by varving a system of leverage
interposed between the engine ram or piston and the bellows feeders.
4. In controlling apparatus for the purpose above specified allowing the water
pressure unrestricted access to and egress from the engine piston and utilizing the
rise and fall of the air reservoir to automatically adjust the power and speed of the
engine substantially in the manner above set forth.
5. For the purpose of automatically controlling fluid pressure engines for
blowing organs, the combination with an engine of a pendulum lever, travellers
(coupled to and adapted to rise and fall with the bellows) engaging and operated
by said lever, bell crank levers of suitable angularity oscillated by said travellers,
the degree of oscillation of the pendulum lever being exactly determined by the
position of the bellows, and thrust rods for operating the feeders, all arranged or
adapted to operate substantially in the manner above set forth.
6. The arrangement in combination with the herein described apparatus of
means for controlling the travel of the feeders and bell crank or other levers,
independently of the stroke of the engine, consisting of a bar operated by said levers
and suitably connected to the engine slide valve and carrying tappets adapted to
engage said levers at the times and in the manner above described and illustrated
in the drawings.
7. The arrangement of gear for automatically controlling an organ blowing engine
in which pendulum or other levers are coupled to and receive oscillating motion
direct from the engine ram or piston rod and transmit same through the medium
of travellers connected to the top of the bellows so as to rise and fall therewith, to
bell crank or other levers actuating through thrust rods the bellows feeders 30 that
according to the demand upon the bellows for wind or variation of fluid pressure
the travellers are shifted and the oscillation of the pendulum or other levers is
correspondingly varied, thereby controlling the stroke of the engine in exact
proportion to the demand, and at all times utilizing the energy of the fluid under
pressure to the greatest advantage, all substantially as set forth.
8. Combined apparatus for effecting the novel method of controlling fluid
pressure engines for blowing organs in the manner above set forth constructed
arranged and operating substantially as hereinbefore described with reference
respectively to and shown in Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5, and Figs. 6 and 7
of the accompanying drawings, and subject to the modifications referred to in
respect of the several figures.
Dated this Twentieth day of November 1896.
HUGH SWANTON.