CERTAIN IMPROVEMENTS IN RAILWAYS, AND IN THE MEANS OF PROPELLING CARRIAGES
Year: 1845

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
NEWTON, of the Office for Patents, 66, Chancery Lane, in the County of
Middlesex, Civil Engineer, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Great Britain, bearing date
at Westminster, the Third day of July, in the ninth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
William Newton, Her especial licence, full power, sole privilege and authority,
that I, the said William Newton, my executors, administrators, and assigns,
and such others as I, the said William Newton, my executors, administrators,
or assigns, should at any time agree with, and no others, from time to time
and at all times during the term of years therein mentioned, should and
lawfully might make, use, exercise, and vend, within England, Wales, and
the Town of Berwick-upon-Tweed, an Invention of "CERTAIN IMPROVEMENTS
IN RAILWAYS, AND IN THE MEANS OF PROPELLING CARRIAGES," being a commu-
nication from a Foreigner residing abroad; in which said Letters Patent is
contained a proviso obliging me, the said William Newton, by an instrument
in writing under my hand and seal, particularly to describe and ascertain the
nature of the said Invention, and in what manner the same is to be per-
formed, and to cause the same to be inrolled in Her Majesty's High Court

page_text: of Chancery within six calendar months next and immediately after the date
of the said in part recited Letters Patent, as in and by the same, reference
being thereunto had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
William Newton, do hereby declare that the nature of the said Invention, and
the manner in which the same is to be performed, is particularly described
and ascertained in and by the following description thereof, reference being
had to the Drawings hereunto annexed, and to the letters and figures marked
thereon (that is to say) :-
These improvements which form the subject of the herein-before mentioned
Patent, and which have been communicated to me from abroad by my foreign
correspondent, consist in various novel or improved modes of propelling
carriages on ordinary railways by means of engines or apparatus connected to
the carriages, and also in various improvements upon atmospheric railways
or railways upon which the carriages are propelled by means of pneumatic
pressure made to act upon a piston placed inside a tube.
The first improvement consists of an improved mode of propelling carriages
upon ordinary railways, whereby the use of the ordinary locomotive engine,
with its cylinders, pistons, cranked axles, rods, and other similar parts are
dispensed with, and the steam that is generated in the boiler is made to act in
a more beneficial manner than when pistons and cylinders are employed.
The Inventor's improved mode of propelling consists in causing a jet of steam
or compressed air to rush out against and act upon the fans or blades of a
horizontal wheel, upon the axle of which is mounted a roller or rollers which
acts or bears against the side of an additional rail placed midway between the
two travelling rails. This roller is, by the force of the steam acting upon the
fan wheel, made to rotate at the speed of from twelve hundred to one thousand
five hundred revolutions per minute, and by bearing with force against the
side of the centre rail it will be found amply sufficient to move the train
forward. The roller is of small diameter, and may be made of wood or iron,
and its periphery may, if required, be grooved or roughened, to give it a better
hold on the centre rail. By thus lessening the weight of the locomotive, the
weight of the rails may be diminished one half, but the material thus econo-
mized is employed in the construction of the centre rail, against which the
draft rollers are tightly kept in contact by means of very strong springs. The
middle rail may, if thought preferable, be constructed of wood properly pre-
pared; it is furnished with flanges, which will prevent the engine from getting
off the travelling rails, and will admit of attaining a very considerable speed
without danger, of ascending very steep inclines with facility, and passing

page_text: round curves of small radius without the liability of flying off at a tangent.
The several Figures in Sheet I. represent various views of this improved mode
of propelling.
Fig. 1 represents a vertical section taken through a line somewhere near
the centre of the engine.
Fig. 2 represents a horizontal sectional view of the wheel with its two steam
jets, whereby the wheel is made to rotate in either direction at pleasure by
opening the one and shutting the other.
Fig. 3 is an end elevation of the locomotive, some of the parts being shewn
in section.
Fig. 4 is a plan view of the framing which supports the whole of the
mechanism in connection with the engine. A, A, is the framing, which
may be made of wood or iron as may be deemed most desirable. a, a, is
a tube or pipe, which supplies compressed air or steam. In the Drawing
it is shewn as being in connection with an ordinary locomotive boiler.
This pipe a is placed in the smoke box, and steam or compressed air rushes
out of its jet c against the fans of the wheel e, and as the steam rushes
out it draws with it the smoke and gases from the fireplace, the draft of
which is thereby greatly assisted. d is a metallic gauze or perforated metal
partition, which sifts the smoke or gases and prevents particles of cinders and
coke from being blown or forced into the engine by the strength of the draft;
e is the fan wheel, the fans of which are acted upon by the jet of steam and
gas, and made to revolve from twelve hundred to one thousand five hundred
revolutions in a minute. The steam or gases, after having acted upon the wheel,
escape through the centre f into the chimney g, which is curved backwards
at top in order to allow the gases to escape more easily into the atmosphere.
The wheel e carries an axle h, which is furnished with an universal joint, in
order to accommodate itself to the oscillations of the train; on the lower
end of this axle are mounted two rollers of different diameter, the larger one i
is employed when on level ground, and the smaller one ; when ascending
inclines. At these times the smaller roller j is made to bear against the
flange or upper part of the rail k, which is made rather larger or wider on
inclines, so as to obtain a greater amount of pressure or adhesion between the
working rollers i or j and the large pressing roller l. The working roller at
the lower end of the shaft h is kept in contact with the rail by means of two
antifriction rollers m against the peripheries of which the axle or shaft h
of the working rollers i and j revolve. The pressing roller is kept against
the opposite side of the centre rail by means of a strong spring n, seen best
in Fig. 4, the force of which may be increased or regulated by the screw o.

page_text: I would here observe, that if the centre or other rails are constructed of wood,
I prepare the wood in a peculiar manner by boiling it in concentrated tannin,
and then pay or cover it well over with whale oil, or other analogous sub-
stance, which, by combining with the tannin, will preserve the wood from wet
or its deleterious effects.
In reference to this part of the Invention, I claim the method above
described of propelling carriages on railways; but I do not intend to confine
myself rigidly to the precise arrangement above set forth, as it may perhaps
be varied in some points.
The second improvement consists in an improved mode of propelling that
description of light carriage which is employed for carrying two or three
persons along a railway for the purpose of inspecting the line, or forwarding
assistance in case of accidents occurring. This description of carriage is very
lightly constructed, and is usually propelled by hand labour. Motion is
generally communicated to the running wheels either by means of rods from
the crank shaft connected to cranks on the axles of the running wheels or
by means of gearing or chains and pullies. The improved plan relates to a
novel mode of applying the power to the running wheels, and is shewn in
Sheet II. at Fig. 1, which represents a side elevation of a carriage with
the improvements adapted thereto, and Fig. 2 is a plan or bird's-eye view of
the same.
Instead of employing crank rods, gearing, or any such like con-
trivances, two small rollers made of wood or other suitable material are
mounted on the axles of the running wheels about midway between the
wheels; and upon these rollers a large wheel is made to revolve, and by
bearing upon
the peripheries of the small rollers is made to actuate them. This
large wheel is mounted in bearings in the framing, and is turned by two or
four men, by means of winch handles or cranks. In the before-mentioned
Figures, on which the same letters of reference denote corresponding parts,
a, a, a, is the framework, b, b, the running wheels, which are made of wood
and furnished with iron tires; on the axles of these wheels are mounted two
small rollers c, c, also made of wood, and d, d, is a large light wooden wheel,
whose periphery bears upon the peripheries of the small rollers. The axle of
this large wheel dis cranked or furnished with winch handles, as at e, e, and,
as before stated, is actuated by hand labour. This wheel is drawn from thirty
to forty revolutions per minute, and thereby causes the smaller rollers to
revolve with considerable rapidity. In order to make the large wheel d press
with sufficient force upon the rollers c, c, and prevent the former from
revolving without actuating the rollers, a strong spring f is placed in the
bearing above the axle of the large wheel, for the purpose of pressing it

page_text: downwards; the force of this spring can be regulated at pleasure by means
of the screw f. The men who work the machine stand upon a platform
9, 9, which is attached to the framework of the carriage. I claim under
this head driving carriages, by means of friction wheels, as shewn and
described.
The second part of the Invention relates to various improvements in atmo-
spheric propulsion, in which the power that is exerted to propel the carriages
is obtained either by means of compressed air acting upon a piston in a tube,
or in a cylinder, in the same way as steam is now employed, or by creating a
partial vacuum in the traction tube of ordinary atmospheric railways. The
improvements consist principally in various novel and simple modes of closing.
the longitudinal valve of atmospheric railways, and in connecting the piston
inside the tube with the carriages outside, and also in certain novel plans of
regulating, the escape of compressed air from the long tube into the cylinders
of the engine which is intended to be worked by compressed air instead of
steam.
Figures 3 and 4, Sheet IV., represent transverse sectional views of an
improved mode of closing the longitudinal valve of the traction tube of the
ordinary atmospheric railway. Fig. 3 represents the valve closed as before or
after the passage of the piston, and in Fig. 4 the valve is shewn in the position:
it would assume when opened to allow the connecting rod of the piston to
pass along. a, a, is a band of leather connected to pieces of sheet iron b, b,
by screws which pass through the leather and iron, and are screwed into
blocks of wood. c, c, upon which a woollen cord d is placed and a band of
strong stuff e, e, which is filled with a mixture of gelatine and molasses (such as
the inking rollers used in letter-press printing are composed of), is firmly secured
to the blocks of wood in any convenient manner. The composition of gelatine
and molasses is of such a nature as to retain its flexibility both in summer
and winter, so that the groove may be hermetically closed in any weather, as
the variations of temperature very slightly affect the composition. This valve
is mounted on a hinge or elastic joint on one side of the groove, and tho
opposite side of the groove is made smooth, so that the cushion or elastic.
part of the valve may fit closely against it. The connecting rodf of the
piston carries before it an instrument or shoe g, for the purpose of opening the
valve and letting it fall again after the passage of the piston, as shewn in
Fig. 4.
Fig. 5 in Sheet III. represents a transverse vertical section of a tube
containing compressed air, which is intended to work a locomotive engine in
place of steam. The longitudinal opening of this tube is closed by means of

page_text: I am
cushions constructed somewhat similar to the one above described.
aware that it has been proposed before the present time to work engines
by means of compressed air contained in a tube running the whole length of
the railway, but there have been such serious difficulties in the way of a
practical application of the plans hitherto known, that they have never yet
been brought into effectual operation. One grand objection has been the
difficulty of preventing leakage from the pipe, and another, that of opening
and closing the valve with facility and effect when going at great speed,
without either allowing the escape of some of the compressed air into the
atmosphere, or creating an injurious amount of friction, in order to prevent or
reduce this loss, and which thereby occasions a great waste of power. The
means that the Inventor of the present improvements has adopted to obviate
these difficulties, consist, first, of an improved mode of closing the longi-
tudinal valve, which is extremely simple, not liable to get out of order, and
yet extremely effective; and, second, in the employment of a peculiarly con-
structed apparatus, whereby a supply of compressed air may be extracted or
obtained from the tube with great facility without creating too much friction
against, and thereby injuriously affecting those parts of the valve with which
the instrument or apparatus comes in contact. The longitudinal groove in
Fig. 5. is closed by means of two long cushions, the surfaces of which
when at rest are by their own elasticity maintained in close contact with
each other, and thereby prevent the passage of air between them, except
when forced apart for the purpose of allowing the compressed air to enter
the engines. In order to effect this object the Inventor employs a hollow
circular disc a, of from three to five feet in diameter; this disc, although of
considerable diameter, is thin, and is mounted on a hollow shaft, the capacity
or internal space of which is in free communication with the interior of the
hollow disc. As the engine advances on the rails, part of the hollow circular
disc enters and revolves between the elastic cushions e, e, which are placed
inside the tube the whole length of the tube and effectually close it. The
hollow disc a, which is also seen at Fig. 6, is furnished at or near its periphery
with a number of small holes b, b, which are closed from the inside by pieces
of soft leather which form valves. The compressed air which is in the tube
enters the hollow disc a through the openings b, b, and from thence passes
into the cylinders of the engine through the hollow axle c, c, (which revolves
in stuffing boxes d) and thereby actuates the locomotive in the same manner
as steam would do. The cushions e, e, are made of prepared leather, or some
suitably prepared fabric, and filled with fine cuttings of cork, or with a com-
position made of a mixture of gelatine and molasses, or any other elastic

page_text: matter; these cushions are placed inside a tube or trough f made of sheet
iron and supported in chairs 9, made of cast iron, which may either be placed
at convenient distances, say one yard apart, or they may be made continuous
if it be thought desirable to make use of horizontal wheels, such as those
shewn in Sheet I., for the purpose of guiding the train. In such a case
perfect safety against the engine running off the rails is ensured by means
of the flanges i, i, which will keep the wheels in their places. The
leather edges of the cushions are pinched between the upper side of the
doubled-over part of the sheet-iron tube or trough f, f, and an iron
band j, which effectually secures them and forms a perfectly air-tight
joint. The tube f, f, being supplied with compressed air, and the hollow
disc being inserted between the cushions, as seen in Fig. 5, the air will
force open the valves b, b, and instantly fill the disc with air of the same
density as that contained in the tube; and as the disc revolves and the aper-
tures b, b, rise up between the cushions, as at e, e, Figs. 5 and 6, and finally
pass out into the atmosphere, the compressed air in the interior of the disc
will keep the valves closed and prevent the escape of the air, which will there-
fore pass through the hollow axle c, c, into the cylinders of the engine, as
before mentioned. The valves of the apertures b, b, are also kept closed by
means of springs, as shewn in the Drawing, or by any other convenient and
suitable means, but immediately that they again enter the tube the compressed
air will overcome the force of the springs and force the valves open, until, by
the admission of more air, an equal pressure is found to exist both in the
tube and the hollow disc. The tube f, f, is divided into lengths or sections of
about one hundred or one hundred and fifty yards long, so that in case of an
accident it would be only a partial interruption, being confined to one parti-
cular section only of the tube instead of interfering with the whole line as it
otherwise would. At the commencement and end of every section of tube a
yard or two at each end of the tube, with its cushions, is sloped down, as
shewn at Fig. 7, so as to allow the hollow disc to enter and leave the tube
more gradually and with greater facility than it otherwise would do. The
cushions are lubricated with a greasy composition, consisting of a mixture of
suet and talc or steatite, commonly known by the name of ";
soap stone;"
and all the leather or fabric which is employed in the construction of the
cushions is impregnated with an oil of caoutchouc, which is obtained by melt-
ing this substance in a close iron vessel under great pressure.
Under this head of the Invention I claim the construction and employment.
of a hollow disc for extracting the compressed air from the tube; the appli-
cation of a mixture of gelatine and molasses for filling the above-mentioned

page_text: cushions, which may be covered with leather or any suitable fabric; also
the employment of a mixture of grease and steatite or "soap stone," for lubri-
cating, and oil of caoutchouc for preserving the flexibility and suppleness
of the leather.
Figures 8 and 9 represent another method of extracting compressed air
from a tube containing the same, and conveying it to the cylinders of an
engine, which is worked by the expansive force of such compressed air instead
of steam. Instead of the hollow disc above described, the compressed air
may be extracted from the tube by means of a hollow wheel, as shewn in
Figs. 8 and 9. This hollow wheel is made to roll along the upper part of a
square tube, which is pierced with a number of holes placed about eight or ten
inches apart, and closed from within by means of valves, which the wheel in
passing along the tube will open; the compressed air thereby liberated rushes
into the wheel through openings made all round its periphery and closed from
the inside by a band of leather, which acts as an internal valve for all the
openings. The compressed air in the wheel escapes through the hollow axle
furnished with. stuffing boxes, and enters into a reservoir from which it is
taken as required, in the same way as steam, either to work the pistons of
a. locomotive engine or to actuate a wheel similar to the one described in.
Sheet I. A is the interior of a cast-iron tube or trough containing the com-
pressed air. 6 is a counterbalance valve without springs, the face of which is
covered with leather and carries a short rod c, which rises up through the hole
that is closed by the valve. d, d, is the wheel made of iron, and which opens
the valves of the longitudiual tube by depressing the rods c.
e, e, are elastic
cushions, upon which the wheel d rolls, and by compressing the elastic matters
of which the cushions are composed effectually prevents the escape of air.
either before, behind, or at either side of the wheel as it rolls onward. These
cushions are composed of a thick strap or band of greasy leather, and of two
bands of felt or any other elastic matter placed under the leather. f, f, is a
circular band of leather placed round the inside of the wheel over the openings
that are made therein, and forming as many little valves as there are small
apertures round the circumference of the wheel. 9, 9, are bolts which attach
the leather bands, and also the wrought-iron periphery of the wheel in which
the holes are made, to the sides or cheeks of the cast-iron wheel.
. I claim the above-described plan of constructing the longitudinal tube with
valves, and also the method whereby the compressed air is extracted there-
from, by means of the wheel, without permitting any of the compressed air to
escape without being used.
The next improvement relates to an improved plan of constructing the

page_text: valve, and is shewn at Figures 5, 6, 7, and 8, in Sheet IV. In this instance
the valve is composed of a band of leather or other flexible air-proof sub-
stance a, on the upper surface of which a number of peculiarly-formed metal
plates b, b, made of sheet iron are fastened. The form of these plates will be
best seen in the sectional view, Figures 5 and 8, and the detached view, Fig. 6,
two of which are drawn to the full size. These plates are turned up at their
edges, so as to present the appearance of a continuous trough all along the
tube. It will also be seen that there is a lateral space or trough made on the
top of the tube alongside the leather band, into which the latter is slidden:
laterally when the piston rod is about to pass. The method of displacing the
leather band will be best understood by referring to the plan view, Fig. 7, in
which a, a, is the band which forms the valve, as before mentioned; and c, c, is,
the side space into which the band is slidden laterally by means of a pecu-:
liarly-shaped instrument d, d, which is connected to the piston rod e, as seen:
in Fig. 8; or the instrument d, d, may be affixed to the carriage to which the;
piston is attached. The bulging part of this instrument, as at d*, upon:
coming in contact with the turned up edges on one side of the plates b, b, on:
the leather band a, will force the latter sideways from over the longitudinal,
groove, as shewn in Figures 5, 7, and 8, so as to allow the rod e a free
passage along the groove, and when the piston has passed the tail d** of the
instrument by bearing against the opposite turned-up edge of the plates b, b,:
will force the leather band back again over the longitudinal groove, as shewn:
in Figs. 5 and 7. A variety of other means of opening and closing the valve
may be used.
At Fig. 9 is shewn another plan of effecting this object by means of two
rollers or discs connected to the carriage, one of which is made to bear against!
one angle of the plate b, b, and thereby opens the valve, which is afterwards:
closed by the other roller acting in an opposite direction against the other:
angle of the plates b. 9, g, Fig. 5, are channels made along the upper surface,
of the tube for the purpose of receiving the superfluous grease which is:
employed for lubricating, and also any dust or other extraneous matters which
might otherwise interfere with the proper working of the valve.
I claim this mode of constructing and working the longitudinal valve of
atmospheric railways as being extremely simple and effective.
Figures 10, 11, and 12, in Sheet IV., represent the next improvement,
which consists of an improved mode of connecting the piston inside the tube.
to the carriages outside. In place of attaching the valve by a hinge joint to:
the traction tube, as is sometimes the case, I make it to consist simply of a-
band a, a, of leather or other suitable substance, furnished with small plates.

page_text: of sheet iron, for the purpose of protecting it from injury. The under side of
this band is furnished with pieces of metal, as shewn at a, in the sectional
view, for the purpose of filling up the groove and completing the internal form
of the tube. The band is not in any way attached to the tube, but merely
covers over and closes the longitudinal groove, and when it is required to be
moved to let the piston rod pass, the band has only to be raised one or two
inches. The piston is attached by an arm g, g, to a cross piece or axle-
tree c, c, on the ends of which are mounted two wheels d, d, which run upon
the rails, as seen in Fig. 10. The centre part of the axletree is flattened for
the purpose of allowing it to move easily under the band a, when the latter
is raised off its seat, and if required it may be further strengthened by means
of a curved brace, as shewn by dots in Fig. 11. e, e, are arms to which the
axletree is connected, and these arms carry at the outer end a wheel or roller f,
the weight of which acts as a sort of counterbalance to the piston, the point
of support or fulcrum being the flat part of the axletree. This roller or wheel.
also serves to close the valve after the piston has passed. The band a, a, is
raised out of its seat by rollers or wheels b, b, running behind the piston and
connected to the piston rod, as seen in the longitudinal sectional view, Fig. 12.
I claim the above-described plan of constructing and working the longi-
tudinal valve, and also the method of connecting the piston to the carriage by
means of a horizontal shaft passed under the valve, and between it and the
tube, as above described.
The next improvement relates to a means of propelling carriages by
pneumatic power, without employing an open valve or groove.
Fig. 13, Sheet IV., represents a transverse vertical section, and Fig. 14 a
longitudinal section of this improvement. The groove a, a, is closed from the
atmosphere by means of a flexible band of leather b, b, to the under side of
which square pieces of iron of the shape required to fit into the slot or groove
a, a, are rivetted, or otherwise attached. On the rod of the piston a roller e is
mounted, and as the piston passes along, this roller raises up the flexible
band and forms a sort of small inclined plane, as seen in the longitudinal
section Fig. 14, and as this inclined plane advances it pushes before it as a
wave would, the wheel or roller h, which is connected to the carriage on the
rails. The upper surface of the leather band is furnished with small plates of
iron, for the purpose of preserving it from injury, and the piston f is supported
by the two rollers i, i, which run along the bottom of the traction tube.
aware that a contrivance somewhat resembling or constructed upon the
principle of the above has heretofore been proposed; I do not, therefore, intend
to claim this mode of propelling as new in principle, but confine my claim to
I am

page_text: the peculiar construction and arrangement of the several parts as above shewn
and described.
Another method of communicating the action of the piston to the carriages
without any direct and positive connection between the two, is shewn in
Sheet III. at Figures 1 and 2. The train of carriages is made to follow
the course of the piston by means of magnetic attraction. The possibility
of employing magnetic attraction for this object may have been known before
the present time, but has never, as far as I am aware, been carried into
operation, owing I presume to various difficulties which the Inventor of the
present plan has entirely obviated.
I
Fig. 1 represents a transverse section, and Fig. 2 a longitudinal section of
a pneumatic tube, with the improvements adapted thereto.
a, a, in the
Figures, are two pistons connected together by an arm or rod of iron, which
is jointed in the middle at b. It is furnished with a block of wood in which
are inserted small pieces of iron c, c, and on the outside of the tube are a set
of artificial magnets d, d, made of soft iron magnetized by means of a strong
galvanic battery e, which is placed in the carriage. This set of temporary or
artificial magnets passes without friction above a groove or slot made in the
pneumatic or traction tube, and covered with a thin sheet of copper f, which
separates the pieces of iron c, c, inside the tube from the magnets outside.
would observe here, that neither the pieces c nor the magnets d touch the
copper covering, so that there is no friction at this part of the apparatus, but
the magnets and the pieces c, c, are brought as near together as possible, the
copper covering being between them. A vacuum is made in front of the
piston, and compressed air is let in behind, so that a double-action pneumatic
railway is thereby produced, and it will not, therefore, be necessary to make the
traction tube of large diameter. As it is not difficult to make an artificial
magnet capable of sustaining a ton weight, it will be easily understood that by
employing several of the same power an invisible connection for the purpose of
connecting the train of carriages to the piston may be maintained, and the
piston would then work in a perfectly air-tight tube, the groove of which is
closed by the band or strap of sheet copper f. If by accident the piston should
escape from contact with the magnets the piston rod would become bent
downwards out of the straight line at the joint b (which is made for this
purpose), and would by this movement open two valves in the pistons a, a, and
thereby allow the air to pass through; at the same time a catch piece or
nose h, connected to the block of wood, would drop into one of the notches i, i,
which are made at convenient distances apart on the bottom of the tube, and
thereby prevent the piston from advancing. These notches i, i, are cast in the

page_text: tube when it is first made; and as it will be evident that the piston cannot
proceed many feet without being stopped, it will only be necessary, when an
accident of this kind occurs, to recharge the magnets, and move the train on
a short distance; so that the connection between the magnets and the pieces of
iron c, c, belonging to the piston may be re-established. I do not claim as new
the broad principle upon which this plan of connecting the carriages to the
piston is founded, but I do claim the construction and arrangement of the
several parts, and the means of carrying the said principle into effect, as
above shewn.
Having now described the Invention that has been communicated to me by
my foreign correspondent, and the best means with which I am acquainted of
carrying the several improvements into effect, I would observe, that I do not
intend to confine myself rigidly to the precise arrangement of all the several
parts as herein shewn, nor do I intend to claim any parts which may have
been before known; but I claim as the Invention secured to me by the
herein-before in part recited Letters Patent, the various improvements above
dscribed and set forth.
In witness whereof, I, the said William Newton, have hereunto set
my hand and seal, this Third day of January, in the year of our
Lord One thousand eight hundred and forty-six
WILLIAM (L.s.) NEWTON.
AND BE IT REMEMBERED, that on the Third day of January, in the
ninth year of the reign of Her Majesty Queen Victoria, the said William
Newton came before our said Lady the Queen in Her Chancery, and acknow-
ledged the Instrument aforesaid, and all and every thing therein contained and
specified, in form above written. And also the Instrument aforesaid was
stamped according to the tenor of the Statute made in the fifty-fifth year of
the reign of His late Majesty King George the Third.
Inrolled the Third day of January, One thousand eight hundred and
forty-six.