A NEW OR IMPROVED APPARATUS OR MECHANISM POR SIGNALLING, IN OPERATING THE BRAKES, AND FASTENING THE CARRIAGE DOORS OF RAILWAY TRAINS
Year: 1873

page_text: LETTERS PATENT to Mortimer Evans, of Glasgow, in the County of
Lanark, North Britain, Civil Engineer, for the Invention of
"A NEW OR IMPROVED APPARATUS OR MECHANISM POR SIGNALLING, IN
Sealed the 28th November 1873, and dated the 31st May 1873.
PROVISIONAL SPECIFICATION left by the said Mortimer Evans at the
Office of the Commissioners of Patents, with his Petition, on the
31st May 1873.
I, MORTIMER EVANS, of Glasgow, in the County of Lanark, North
Britain, Civil Engineer, do hereby declare the nature of the said Inven-
tion for "A NEW OR IMPROVED APPARATUS OR MECHANISM FOR SIGNALLING, IN
OPERATING THE BRAKES, AND FASTENING THE CARRIAGE DOORS OF RAILWAY
TRAINS," to be as follows, that is to say :-
This Invention, which relates to signalling or effecting communication
between the passengers and guard or driver, or between the guard and
driver, or driver and guard of the train, as well as to operating the brakes

page_text: and fastening the doors of the carriages or vehicles composing a train
consists in the employment of the motive force of the train for generating
electricity for operating the signalling apparatus.
The apparatus employed to effect this object consists of steel perma-
nent magnets or soft iron magnets having slight residual magnetism
placed round one or more axles of the vans, carriages, or engines of the
train, and these acting on soft iron cores or bobbins covered with
insulated wire generate electricity through the motion of the train.
Instead of the magnets being placed as above stated on the axles of
the carriages, van, or engine, the driving power or motion of the train
may be led off from the wheels by gearing, and the magnet or bobbin
cores caused to rotate inside the van, carriage, or on the engine, as
desired, or the magnet apparatus may be placed on the engine itself,
and driven by an auxiliary or donkey engine placed there for that
purpose.
A conductor is situate in connection with each carriage and with the
magnets, and communication is effected throughout the train by jambing
a metal block by means of a cam handle, between that handle which
constitutes the end of the conductor of one carriage and a powerful
spring constituting the adjacent end of the conductor of the preceding or
succeeding carriage, or other equivalent apparatus may be used for
making the connection.
The current so established throughout the train is a positive or constant
current, and when it is desired to communicate from any carriage or
compartment of the train with the driver or guard the said communica-
tion is effected by pulling a handle or ring conveniently situate within
the said carriage or compartment. This has the effect of breaking
contact, and sounding an electric bell or bells on the engine or guard's
van, and at the same time of raising an indicator which shews to the
guard or driver the carriage or compartment of the train from which the
signal proceeds.
Ordinary transmitting keys are provided on the engine and guard's
van, by means of which signals may be conveyed from the driver to the
guard, or from guard to driver of the train.
The application of electricity to the braking of the trains is as
follows: From the magnet apparatus or generator wires are led

page_text: through a part or the whole of the train, and by the pressing of a contact
key by the driver or guard in connection with these wires a current of
electricity is caused to flow through electro-magnets placed underneath
the carriage and van of the train. These electro-magnets by the action.
of the current upon them attract a soft iron armature or keeper, and by.
their attractive power put in gear levers connected with the carriage
brake, and thus as long as the contact key is pressed and the current
flowing the brake power is applied.
The same results may be effected by placing local electric generators
(as above described) in connection with the brakes, and the engine gene-
rator with a contact key is used merely to close the circuit for the local
current producers.
The application of the current to the fastening of the carriage doors is
as follows:-The doors on being closed are pressed against a lever catch,
which by this means is raised into a position where it can be held by the
armature of an electro-magnet. Whilst the current passes through the
electro-magnet the clutch is held, and the door cannot be opened. When
the current ceases the catch falls, and the lever being at liberty the door
may be opened in the usual manner.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Mortimer Evans in the Great Seal Patent Office on
the 29th November 1873.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, MORTIMER
EVANS, of Glasgow, in the County of Lanark, North Britain, Civil
Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Thirty-first day of May, in the year
of our Lord One thousand eight hundred and seventy-three, in the
thirty-sixth year of Her reign, did, for Herself, Her heirs and suc-
cessors give and grant unto me, the said Mortimer Evans, Her special
license that I, the said Mortimer Evans, my executors, administrators,
and assigns, or such others as I, the said Mortimer Evans, my executors,
administrators, or assigns, should at any time agree with, and no
others, from time to time and at all times thereafter during the term.

page_text: therein expressed should and lawfully might make, use, exercise, and
vend, within the United Kingdom of Great Britain and Ireland, the
Channel Islands, and Isle of Man, an Invention for "A NEW OR IMPROVED
APPARATUS OR MECHANISM FOR SIGNALLING, IN OPERATING THE BRAKES, AND
FASTENING THE CARRIAGE DOORS OF RAILWAY TRAINS," upon the condition
(amongst others) that I, the said Mortimer Evans, my executors, or
administrators, by an instrument in writing under my hand and seal,
should particularly describe and ascertain the nature of the said Inven-.
tion, and in what manner the same was to be performed, and cause the
same to be filed in the Great Seal Patent Office within six calendar
months next and immediately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said Mortimer Evans, do hereby declare
the nature of my said Invention, and in what manner the same is to be
performed, to be particularly described and ascertained in and by the
following statement, reference being had to the accompanying Drawings,
and to the letters and figures marked thereon, that is to say:
-
My said Invention, which relates to signalling or effecting communi-
cation between the passengers and guard or driver, or between the guard
and driver or driver and guard of the train, as well as to operating the
brakes and fastening the doors of the carriages or vehicles composing a
'train, consists in the employment of the motive force of the train for
generating electricity and for operating the apparatus by which these
objects are effected.
The apparatus employed for communicating consists of steel permanent
magnets or soft iron magnets having slight residual magnetism, and
which are placed round one or more axles of the vans, carriages, or
engines of the train, and these acting on soft iron cores or bobbins
covered with insulated wire generate electricity through the motion of
the train.
Instead of the magnets being placed on the axles of the vehicles the
driving power or motion of the train may be led off from the wheels by
gearing, and the magnets and bobbin cores caused to rotate inside the
van or carriage or on the engine, as desired.
A conducter is situate in connexion with each carriage and with the
magnets, and communication is effected throughout the train by con-
necting the ends of the conductor of each carriage with the ends of the

page_text: conductor of the preceding and succeeding carriage throughout the
train.
The current so established is a positive or constant current, and when
it is desired to communicate from any carriage or compartment with the
driver or guard this is effected by breaking contact and sounding an
electric bell or bells on the engine or guard's van. At the same time an
indicator is raised, which shews the carriage from which the signal
proceeds.
Ordinary transmitting keys are situate on the engine and guard's van,
by which the driver and guard communicate with each other.
And in order that my said Invention may be properly understood I
now proceed more particularly to set forth the system, mode, or manner
in or under which the same is or may be used or practically carried into
effect, that is to say :-
On Sheet 1 of the Drawings hereunto appended Figure 1 is a view of
one-half of an arrangement of the magnetic apparatus constructed in
accordance with my said Invention. The upper portion of Figure 1,
marked A, illustrates the apparatus in longitudinal section, and the
lower portion B in side elevation; Figure 2 is a half transverse section
of the apparatus on the line a, b, Figure 1; and Figure 3 is a half
elevation of the end marked C, Figure 1. As shewn by these Figures
the apparatus consists of a frame D, placed over the wheel axle E of the
van or other vehicle of the train, into which frame a series of magnets F
are fixed. The magnets F are divided into two sets, and between the
inner ends of each set the bobbins or cores G, supported in a case or
framing H, are placed, as shewn at Figure 1. The bobbin case H is held
stationary by means of strong cords not shewn on the Drawings, but
which are fastened to the bottom of the vehicle in such a manner as to
allow the bobbin case to be easily moved through half a circle when tho
train is stationary. The bobbins G are covered with insulated copper
wire, and when the magnets F, during the revolution of the axle E and
frame D, act or rub against the ends of the bobbins G, a series of
reversing electric currents is generated in the wire of the bobbins, and
carried from one bobbin to another by the wires a, Figure 3, the combined
current from the whole of the bobbins being led into the inside of the
vehicle by flexible insulated copper wires, as herein-after more particularly
infomed to

page_text: Figure 4, Sheet 1 of the Drawings, is in part a side elevation and in
part a longitudinal section of another arrangement of the magnetic
apparatus. Figure 5 is a transverse section of the same on the line a, b,
Figure 4, and Figure 6 is a transverse section thereof on the line c, d,
*Figure 4.
The apparatus now under reference in lieu of being attached
'to the axle of the van or other vehicle of the train as herein-before
described is placed at the interior of the van or other vehicle and
operated from the axle A by the gearing shewn at Figure 6. The magnet
frames B are placed on a shaft C which is supported in bearings D.
Between the frames B the bobbin case or frame E is placed, the said
frame being hung from the bottom of the vehicle, as shewn at Figure 5.
On one of the frames B a flanch or friction wheel F is formed which
bears against a friction wheel G situate on the upper end of a shaft H,
'on whose lower extremity another friction wheel I is placed and which
bears against a disc J secured on the wheel axle A of the van or other
vehicle within which the magnetic apparatus is situated. Thus when
the axle A is rotated rotatory motion is communicated to the shaft C
through the arrangement of apparatus herein-before described, whereby
the magnets K are rotated and electricity is generated by their inner
ends rubbing against the bobbins L. The lower end of the shaft H is
free to move horizontally, and it is held in position by the spring M
attached at the lower end to the gland N, and at its upper end to the
bottom of the vehicle. An india-rubber bush is supplied to case the
motion. A treadle O, Figure 6, is provided in conjunction with the
apparatus by which the flanch F may be lifted from contact with the
friction wheel G, and the apparatus may then be driven by hand, a
handle being placed for that purpose on one extremity of the shaft C.
The electricity is conducted away from the apparatus through the wires S.
c
Figure 7, Sheet 1, is in part a side elevation and in part a longitudinal
section of another arrangement of the magnetic apparatus constructed in
accordance with my said Invention. Figures 8 and 9 are respectively
transverse sections of the same on the lines a, b, and c, d, Figure 7.
Under this arrangement the two sets of magnets A, A¹, are placed
between two cases of bobbins B, B¹, arranged as shewn in Figure 9.
The bobbins are of duplex form, the outer ends of the cores being con- a
nected by a soft iron bar x, and the larger bobbins B are placed opposite
the larger and outside magnets A, while the smaller bobbins B¹ are
opposite the inner and smaller magnets A'. The object of this arrange-

page_text: ment is to utilise both ends of the magnets. The bobbin cases are held
together by the bars D and kept stationary, and the current is led off
from the bobbins in manner similar to that of the preceding arrangement.
'
The apparatus is carried on the axle E which is supported and driven
as shewn at Figures 5 and 6, Sheet 1, or it may be driven by a pitch
chain. The magnets A, A', may be made of soft iron and magnetised by
the currents from one of the bobbin cases.
Figure 10 is a part longitudinal section and part side elevation of
another arrangement of the magnetic apparatus. That part of Figure
11 marked A is a transverse section of the apparatus on the line a, b,
Figure 10, while the parts of Figure 11 marked C and D respectively
are transverse sections of the apparatus on the lines c, d, and e, f,
Figure 10. In this apparatus the magnets B are of soft iron and
magnetized by a coil of insulated copper wire B', while the bobbin proper
A is a soft iron ring wound with insulated copper wire and connected at
intervals to a series of metallic studs a fixed into a vulcanite plate V
attached to the spokes S of the revolving bobbin. The current is led off
by a spring at each side pressing against the studs.
The arrangement at H, Figure 10, is for turning the bobbin by hands,
and it is thrown into gear for that purpose by a treadle as at Figure 6.
One half of the current is used for the train circuit, while the other half
is employed for magnetising the magnets B. A second revolving bobbin
may however be placed at the left hand end of Figure 10, and the
current from this used for magnetising the magnets as in the preceding
arrangement. The apparatus is driven by the friction wheel F from a
disc of the same form, as shewn in Figure 6, or by a pitch chain.
Figure 12, Sheet 1, is a front elevation, and Figure 13 a side eleva-
tion of another arrangement of the magnetic apparatus. The driving
apparatus is illustrated on Figure 13. As shewn by these Figures a
permanent horse-shoc magnet A is employed and which is fixed in an
upright position, having a bobbin B (shewn in dotted lines) bolted to
cach pole, and in front of the bobbins a lever armature C is placed which
is caused to vibrate against the bobbins in a vertical plane. The lever C
is slotted at one end and through the opening a pin D is passed which
acts as a fulcrum and guide to the lever. Towards the opposite end of
the lever C a rod E is attached, the rod being also connected to an arm
of a bell crank F centred on a stud G. The crank F is caused to

page_text: oscillate by a cam H fixed on the wheel axle I of the van or other
· vehicle within which the magnetic apparatus now under reference is
placed, the arm of the crank being held in close contact with the cam
by means of a spring J. By the oscillation of the crank F the free end
of the armature Cis caused to vibrate in front of the bobbins, alternately
.connecting and disconnecting their poles, and thus causing a series of
currents of electricity to be generated in the wires of the bobbins. When
the train is stationary the armature C may be caused to vibrate by
turning the handle L to which the cam M is fastened. The cam M
depresses the end of the armature in contact therewith, the pin of the
Tod E acting as a fulcrum. When the wider portions of the cam M
have passed the end of the armature C, the spring x again raises the end
of the armature into the position to be acted upon by the cam. By this
means a series of vibrations similar to that caused by the motion of the
train is effected. The bobbins B are supported in position by a bridge O,
which also acts as a slide for the armature C.
Instead of the magnets being placed on the axle or at the interior of
the van or other carriage of the train, as herein-before described, they may
be placed on the engine, and in lieu of driving them as herein-before set
forth they may be driven by an auxiliary or donkey engine placed there
for that purpose.
On Sheet 2 of the Drawings hereunto appended Figure 1 is a
diagram vertical section of one end and the roof or upper part of a
railway carriage, shewing the apparatus employed for effecting com-
munication between the passengers and guard or driver, and also
the mode of connecting the communicating apparatus of one carriage
with that of the preceding or succeeding carriage of the train. The
connexion between the carriages is made by a flexible insulated copper
wire A, which communicates with the magnetic wires of the carriages.
One end of the wire A is soldered to a stud B screwed into the end of
the carriage, and its opposite end is connected to a spring plug C, which
is placed in a socket D situate in the end of the preceding or succeeding
carriage. Two such connexions are provided for each carriage, as
shewn by the diagram plan at Figure 3, Sheet 2, and there being a
socket D and stud B on each end of all the carriages throughout the train
the connexion may be formed independantly of whatever end of the
carriage is presented. By this means communication is effected
between the magnets herein-before described and the wires placed in

page_text: each carriage throughout the train. When the carriages are dis-
connected the plug O is pushed into the socket D at the same end of
the carriage, thereby placing the two wires of one carriage in connexion
with each other, so that if one part of the train be taken off the
circuit is still complete. A vulcanised india-rubber ring n is placed
on the shoulder of each plug C, whereby the joint is kept tight. A
cord F runs the whole length of each carriage, below the roof, which
cord is completely covered in, except at the portion between the centre
bars G of each compartment. The cord F is fixed at one end, and at
the other end it is connected by a pin b, seen more particularly at
Figure 2, to one extremity of an india-rubber or other spring J, which
is placed at the interior of a tube H, being fixed thereinto by the pin c.
A ring I is placed over the tube H, on which it is free to slide, and
into the ring the pin 6 is fixed; a slot being formed in the tube to
allow of the motion of the pin, the free end of which works in a
guide K. The tube H is carried in brackets L, within which it is free
to turn. A pin d is also fixed into the ring I, which acts on a contact
spring not shewn on the Drawings, and breaks the contact with the
magnètic apparatus when the cord F is pulled.
In order to communicate from the compartment of a carriage with
the guard or driver of the train the cord F is pulled at the exposed part
thereof; this has the effect of stretching the spring J and bringing the
pin 6 to the end of the slot in the tube H, when it is thrown into the
recess by the spring 1. By this means the tube H is canted and the
contact of the magnetic apparatus is broken, whereby a bell or alarum
situate in the guard's van or on the engine is sounded.
At the same
time that the tube H is canted a semaphore arm M drops and indicates
the carriage, whilst the compartment is indicated by the slack portion
of the cord, which is prevented from passing into the next compartment
by the spring N, Figure 1, Sheet 2. The apparatus is readjusted by
the guard again placing the tube H and semaphore M in the position
shewn on the Drawings.
The bell or alarum which it is preferred to employ in conjunction
with the communicating apparatus operated by the intermittent current
electro machines, herein-before described, is that known as Siemens'
polarised bell, and which is illustrated at Figures 4 and 6, Sheet 2 of
the Drawings. When no current is passing the bell is in direct
communication with the magnetic apparatus, but immediately on a

page_text: current being generated it passes through the electro-magnet A, which
attracts the armature B and breaks the connexion with the bell, and
prevents it ringing. From the electro-magnet A the current is led by
insulated wires along the carriages to the bell in the front van or on
the engine, which bell being in direct circuit at once commences
ringing when the train starts. To prevent this continuous ringing the
engine driver or front guard pulls the cord C, and thereby winds up the
mechanical bell D, breaks the circuit of the bell, and closes that with
the electro-magnets. The magnets E then attract the hinged armature F
and throw the end of the hammer G in front of the mechanical alarum,
and stop its action, whilst the breaking of the circuit with the polarised
bell prevents it from ringing. From these bells the current is led back
to the electro-machine by the apparatus herein-before described. As
during the motion of the train there is a constant current passing by
breaking the circuit the bells are caused to ring till the train stops or
the current is restored.
My said Invention also relates to fastening the carriage doors, so as
to prevent passengers leaving the train whilst it is in motion. The
means by which this object is effected are illustrated at Figure 7a,
Sheet 2 of the Drawings, and consists of a catch a, which enters a
recess 6 formed to receive it in the door; the sides of the recess being
bevelled downwards so as to raise the catch when the door is shut.
The catch is held in position in the slot by an armature c, which when
the train begins to move is drawn in under the catch a by electro-
magnets & placed in position for that purpose. The magnets d
communicate by wires e with the magnets herein-before described.
When the train stops the armature c is drawn outwards from the
catch a by a spring 9, thereby leaving the door free to open.
Another arrangement for fastening the doors, which however forms
no part of my present Invention, may be employed in conjunction with
the improvements herein-before described. This arrangement is shewn
at Figure 8 to 12, inclusive, Sheet 2 of the Drawings, and consists
of a gland A, bolted to a wheel axle of each carriage, and over which
a ring B is placed, the said ring being pressed down upon the gland A
by springs C. To the ring B one end of a bar D is attached, whose a
opposite end is fixed to one arm of a bell crank E centred on a pin a,
and whose opposite arm bears against the lower end of a vertical rod F
placed at one end of the carriage, as shown at Figure 9, Sheet 2. The

page_text: rod F transmits the motion of the crank E to the cross bar G, Figure
11, which by a crank at each end oscillates the catch bars I on both
sides of the carriage, and the catches J, J, on the bars T either hold or
release the catches K on the doors, accordingly as the carriage is in
motion or at rest. On the movement of the carriage in either direction
the friction of the ring B on the gland A causes motion in the ring
until the friction is balanced by the compression or extension of the
springs C. This motion communicates through the bar D, crank E,
and rods F and G, and slides the bar I and one of the catches J, J, over
the tooth of the catch K, and in this position it remains until the
motion of the carriage has ceased, when the crank E moves downwards
and thereby allows the bar or rod F to descend and open the doors of
the carriage.
Figure 13 shews an arrangement of fastening catch, by which the
constant locking and unlocking of the carriage doors, as at present
practised, may be obviated. The knob M of the slide L is raised, thus
unhooking the catch at m, and liberating the rod I from the transverse
bar H; the rod I is then pushed forward with its catches J until the
latch K is caught, when the knob is again depressed and fixed behind
the stud n. By this means the doors on one side of the carriage are
fastened independently of the carriage motion, the doors on the other
side alone being locked and unlocked as before described.
The adaptation of my said Invention to the braking of railway trains
is illustrated by Figures 14 to 18, inclusive, Sheet 2 of the Drawings.
This part of my Invention consists in the application of the motive
power of the train to actuate the brakes on several or all of the
carriages composing the train, each carriage applying its own brakes
on a detent being retained by an electro-magnet placed in a convenient
position under the carriage, and brought into action by the driver or
guard as desired. The apparatus consists of a drum A centred on
brackets underneath the carriage body, and which, by means of levers
B, B, attached to it pushes home the brake blocks C, C, on the chain D
being pulled tight simultaneously with the winding of the chain E on
the drum F. The drum F runs loose on a spindle G, which turns freely
in the hanging frame H, and is permanently fixed to the gearing
wheel I, which runs continuously whilst the carriage is in motion, being
driven by the wheel J fixed on the wheel axle. Whenever therefore

page_text: the drum F is made to gear into or run with the wheel I the chain E
is wound upon it, and the brakes are applied.
Figure 15 is an end elevation of the gear wheel and levers, which act
as follows:- The slotted ring or cam K is in one piece with the cam K'
and the clutch K", the whole sliding on the rod G, and capable of
gearing into the clutch of the winding drum F, and when in gear
causing the wheel I to wind up the chain E. The lever M, Figure 16,
has three arms, the arm M being lifted on every revolution of the
wheel I by the cam K¹, and causing an armature or keeper N to make
contact with the electro-magnet O, Figure 14. The arm M being
lifted another arm M¹ is raised into the slot of the cam K, but the
armature not being held by the electro-magnet O the arm M drops
with the passing cam, and M' leaves the slot before coming into contact
with the cam K. This is repeated on every revolution of the wheel I
and cam k¹. When it is desired to apply the brake the driver or guard :
makes contact, which causes an electrical current to flow throughout
the train from the electric apparatus, herein-before described, by means
of the wires and plugs x, which are similar to those shewn in
Figure 1, Sheet 2. This current actuating the electro-magnet O the
armature N is retained on the next revolution of the wheel I, and 1
raising the end of the lever M and keeper N. The keeper being
retained the arm M of the lever pushes aside the cam k and gearing
the clutch into the clutch of the drum F, the brake is applied;
this continues as long as the armature is retained. On the keeper N
being released the arms M, M³, and M, M", again fall, and the arm M
coming into contact with the cone of the ring & the clutch k¹ is forced
from the clutch of the drum F, and the brake is released.
Figure 18 shews a spring friction clutch adapted to the inside of the
wheel I; its object is to prevent too sudden jerking of the clutch ¼" on
going into gear.
A cam groove may also be constructed at the opposite side of the
cam K, and a heel formed on the lever M, so as to draw back the
cam.
Having now described and particularly ascertained the nature of my
said Invention, and the system, mode, or manner, in or under which
the same is or may be used or carried out in practise, I desire to observe
in conclusion that I do not claim, as forming part of my Invention,
3

page_text: the electric bells herein-before described and shewn at Figures 4, 5, 6,
and 7, Sheet 2 of the Drawings. Nor do I claim the arrangement
for fastening the doors, shewn at Figures 8 to 13, Sheet 2 of the
Drawings, but what I do consider to be novel and original, and
therefore claim of the Invention secured to me by the herein-before in
part recited Letters Patent is,―
First. The arrangements and constructions of apparatus placed upon
one or more axles of the vans, engine, or carriages of a train, or
operated from the axles by intermediate gearing, as herein-before
described and shewn on Sheet 1 of the Drawings, and the employment
thereof for generating electricity to be used in signalling, in fastening
the doors throughout the train, and in operating the brakes.
Second. The arrangement and construction of apparatus, herein-
before described and shewn at Figures 1, 2, and 3, Sheet 2 of the
Drawings, whereby communication is effected between the passengers
and driver or guard.
Third. The arrangement and construction of apparatus for fastening
the doors of the carriages, as herein-before described and shewn at
Figures 7a, Sheet 2 of the Drawings.
Fourth. The arrangement and construction of brakes, herein-before
described and shewn at Figures 14 to 18, Sheet 2 of the Drawings.
.
In witness whereof, I, the said Mortimer Evans, have hereunto
set my hand and seal, this Twenty-eighth day of November,
One thousand eight hundred and seventy-three.
and driver or guard.
Third. The arrangement and construction of apparatus for fastening
the doors of the carriages, as herein-before described and shewn at
Figures 7a, Sheet 2 of the Drawings.
Fourth. The arrangement and construction of brakes, herein-before
described and shewn at Figures 14 to 18, Sheet 2 of the Drawings.
In witness whereof, I, the said Mortimer Evans, have hereunto
set my hand and seal, this Twenty-eighth day of November,
One thousand eight hundred and seventy-three.
MODIMLD DANS