IMPROVEMENTS IN THE CONSTRUCTION OF CARRIAGES AND OF WHEELS, AND IN BRICKWORK
Year: 1850

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
COOPE HADDAN, of Bloomsbury Square, in the County of Middlesex, Civil
Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date at Westminster, the Third day of
July, in the fourteenth year of Her reign, did give and grant unto me, the
said John Coope Haddan, my exors, admors, and assigns, Her especial
license, full power, sole privilege and authority, that I, the said John
Coope Haddan, my exors, admors, and assigns, or such others as I, the
said John Coope Haddan, my exors, admors, or assigns, should at any
time agree with, and no others, from time to time and at all times there-
after during the term of years therein expressed, should and lawfully
might make, use, exercise, and vend, my Invention of "IMPROVEMENTS IN
THE CONSTRUCTION OF CARRIAGES AND OF WHEELS, AND IN BRICKWORK," within
that part of Her Majesty's United Kingdom of Great Britain and Ireland called
England, Her Dominion of Wales, and Town of Berwick-upon-Tweed, and
in the Islands of Jersey, Guernsey, Alderney, Sark, and Man, and also in all
Her said Majesty's Colonies and Plantations abroad; in which said Letters
Patent there is contained a proviso requiring that I, the said John Coope
Haddan, should particularly describe and ascertain the nature of my said In-
vention, and in what manner the same is to be performed, by an instrument
in writing under my hand and seal, and cause the same to be enrolled in

page_text: described and ascertained in and by this present Instrument, reference being
had to the nine Sheets of Drawings hereunto belonging and forming part
hereof. For the sake of convenience each division of my Invention is herein
separately treated of.
FIRST DIVISION.
My improvements in the construction of carriages are three in number:-
The first has reference to railway carriages, the under frames or "carriages
of which are constructed wholly or principally of iron, and consists in con-
structing the side and end pieces of such under frames with bars or plates
having their ends bent so that when placed together the bends may lap round
over or against each other, and be connected together so as that the corners of
the carriage shall be double or of two thicknesses of metal, and also in con-
structing the transverse and diagonal ties of such under frames with bars
having their ends bent so as to hold the sides and ends together.
My second improvement in the construction of carriages has reference to
the formation of the framing of the sides and ends of the bodies of railway
carriages, and consists in constructing such framing with diagonal bracing or
struts flush with the other timbers or pieces of the framing.
My third improvement in the construction of carriages has reference to the
formation of the sides and ends of the bodies of railway carriages, and consists
in constructing these parts by placing and fixing or attaching the material em-
ployed as the exterior covering against and upon the framing of the said sides and
ends, the said framing being constructed so that the exterior faces of its several
posts, battens, rails, struts, or other timbers or pieces, shall lie flush with each
other, or in one and the same plane or curve, or the upper and lower portions
in separate planes or curves, in order that the covering may be so placed
against and fixed upon them.
And having thus ascertained the nature of this First Division of my said
Invention, I will now describe the manner in which the same is to be per-
formned, as exemplified by the Drawings in the Sheets numbered 1, 2, and 3.
The Sheet 1 illustrates my first improvement in carriages. Figure 1 is a
plan of the upper side of the under framing or "carriage" of a railway

page_text: carriage. Figures 2 and 3 are similar plans on a larger scale of the corner
portions, with some of the parts broken away or removed, in order to exhibit
others more distinctly. Figure 4 is a transverse section through the line Z, Z,
in Figure 1. Figure 4* a transverse section through the line Z*, Z, in the
same Figure; and Figure 5, an end view. A, A, are end pieces strengthened
with timbers. B, B, and C, C, side pieces strengthened with pieces of angle
iron D, D. E, E, transverse ties strengthened with timbers E*, E. F, F,
longitudinal strengthening timbers between the transverse ties. G, G, diagonal
ties strengthened on their upper side with struts II, II, between the end
timbers B, B, and the transverse struts E*, Ex. The pieces A, C, E, and G,
are composed of ordinary flat bar or plate iron of the required breadth and
thickness, as hereafter mentioned, and, after being cut to suitable lengths, are
beat by hammering or pressure against and upon blocks or moulds which
serve not only to give the form required, but also as a register for the correct
lengths between the bends of each piece respectively, and for the positions of
the rivet holes, which may be marked upon the pieces before they are removed
from them. I consider the following as proper proportions for the breadth and
thickness of the bar iron to be employed, namely, eight inches in depth or
breadth by five eighths of an inch in thickness for the end and side pieces, and
two inches and a half in breadth by a quarter of an inch in thickness for the
diagonal and transverse ties. The several pieces of bar iron bent as described,
and the timbers, are to be placed together, as shown by the Drawing, and the
former are to be connected together by rivets, and the latter with the former
by bolts and nuts, the timber being applied after the wrought-iron frame has
been put together. I have represented two kinds of buffer fitted to my
improved under frame; that ordinarily in use with wooden buffer block is
shown at I; the other, being De Bergue's vulcanized india rubber buffer, which
has an iron box in the position occupied by the wooden buffer block of the
ordinary buffer, is shown at K. In the former case I have the bent ends of
the diagonal ties G made to bear against the outside of the end pieces A, the
wooden buffer block being partially cut away for the purpose, as will be
understood by reference to Figure 2, but in the latter case the iron box pre-
vents this being done unless cast expressly, and therefore I have the bent
ends of the diagonal bracing pieces E made to bear against the inside of the
end pieces A.
The Sheets 2 and 3 illustrate my second and third improvements in car-
riages, and also the ordinary method of construction of corresponding parts, in
order that the difference constituting these improvements may be more readily
explained. Figure 6 is a side elevation, with parts broken away or removed,

page_text: of the body of a first-class railway carriage, showing the ordinary method of
construction on the left hand of the line Y, Y, with my improvements on the
right hand. Figures 7 and 8 are corresponding end elevations of the ordinary
and improved constructions respectively. Figures 9 and 9× are corresponding
horizontal sections or plans at X, X and X*, Xx, of two corners, showing the
ordinary and improved constructions respectively. Figures 10 and 11 are
transverse sections through the lines W, W and V, V, in Figure 6, showing
the ordinary and improved constructions respectively. Figure 12 is a side
elevation, corresponding with Figure 6, of the body of a second-class railway
carriage, showing both the ordinary and the improved construction. Figures 13
and 14 are transverse sections through the lines U, U and T, T, showing the
ordinary and improved constructions respectively. The ordinary mode of
constructing those parts of a railway carriage to which my second improve-
ment has reference, is to form the same without diagonals of rails, posts, and
other timbers, certain of which are grooved or rebated to receive panelling
as herein-after explained, but according to my Invention the arrangement of
the timbers is altered as exhibited in the Drawing, and diagonal bracings or
struts are used, the faces of which and of the other timbers are flush with each
other. The ordinary mode of constructing those parts of railway carriages to
which my third improvement has reference is to form them of panels inserted
in grooves or rebates made in the framing of the carriage, which framing
forms a portion of the external work. But, according to my Invention, the
exterior covering of the carriage is in a large piece or large pieces, which
cover over and hide the framing from view. In the Figures lastly above
mentioned, a, b, c, d, and e are the rails or horizontal timbers of the side
framings of the carriages. f.f, the pillars or posts, and fx, fx, the pillars or
posts of the doors. 9, 9, and h, h, are the horizontal and upright timbers
respectively of the end framings. i, i, my improved diagonal bracings or
struts. kand l, the ordinary panelling, which is either let into grooves or into
rebates or recesses. Both these methods are represented in the Drawings,
and more particularly so by the Figures 10 and 13, the rails & and e being
therein represented as grooved to receive the panel k, and the rails c and d
rebated to receive the panel 7, in which latter case the joint is hidden from view
by a beading or molding m fixed over it. According to my improvement the
expense of grooving or rebating is avoided, the panels only requiring to be
bradded or otherwise secured to the rails and other timbers, or pieces of the
framing, as will be evident from an inspection of the Figures 11 and 14.
n is the covering, which I use instead of the panelling. Those of the lastly
above mentioned series of Figures which represent my improved construction

page_text: show the exterior covering as composed of one piece or width in respect of
the whole height of the side or end of the body of a carriage. The material
which I use for this covering is the well-known "papier mache," which has
frequently been used for panelling. But when any difficulty is experienced in
procuring pieces of this or other suitable material of sufficient size that the
side or end coverings should be in one width, I make the side or end covering
in two or more pieces or widths according to convenience. Figures 15 and 16
are side clevations of portions of the bodies of a first-class and of a second-
class railway carriage respectively, constructed according to my improvement
with an external covering in two pieces, the joints being hidden by a beading
or molding fixed over them in the manner ordinarily practised to hide the
joints of panels when let into rebates in the framework, as before described.
Figure 15 shows the curved flush joint between the two pieces of covering;
and Figure 16, a straight flush joint. Figures 17 and 18 are transverse
sections through the lines S, S and R, R, in Figures 15 and 16 respectively.
Instead of the pieces of covering being laid on with flush joints, the upper
picces may be laid so as to overlap the lower ones, and thereby form a break,
but in such case the framing must be made to correspond. Previously to
fastening on the covering against the framing, whether the said covering be
in one or more pieces or widths, I cut out of it the spaces for the windows or
other openings required; and when secured to the framing I fix on moldings,
or I ornament it by painting in representation of moldings or otherwise, as

page_text: length of contact of the two ends of each bar for such a length that when the
segments are placed together, those parts (of the bars) which are not in
contact are less liable to injury by the welding on the cheek pieces, and also
torsion is more effectually resisted.
My second improvement in the construction of wheels has reference to and
is an improvement upon wrought-iron railway wheels, formed with bars of iron
and filling-up pieces, as described in the Specification of a Patent granted to
John Day (the Patent) dated on or about the Fourteenth of August, One
thousand eight hundred and thirty-five, and also in the Specification of the
before-mentioned Patent, granted to Richard Madigan and myself; and con.
sists in constructing such wheels with bars so bent and disposed, and with
filling-up picces so formed, that not only those parts of the bars which are in
contact with the filling-up pieces are protected, but the parts of the bars
which are not in contact either with each other or the filling-up pieces shall
be at such a distance from the centre of the wheel that the said parts will be
less liable to injury by the welding on the cheek pieces.
My third improvement in the construction of wheels has reference to the
formation of wrought-iron railway wheels, the skeletons or frames of which
are formed of bars welded to nave pieces, and consists in welding the two
ends of the same bar to one nave piece, and in so proportioning or lengthening
such nave piece that the ends of the bars where not welded to it or to each
other will not be injured by the welding-up of such nave pieces together or to
cheek pieces.
My fourth improvement in the construction of wheels has reference to the
formation of cheek pieces for the naves of railway wheels, and consists in
constructing them by so bending or setting a bar at its middle flatways, and
then bending the ends in opposite directions edgways into a circular form as
to constitute a double hoop with parallel sides.
My fifth improvement in the construction of wheels consists in constructing
the spokes and felloes of railway wheels by welding the two ends of a bar
bent into a triangular or segmental form to one end of a straight bar, or by
bending and welding up into a triangular or segmental form one end of a bar
while the remainder of the bar is left straight.
My sixth improvement in the construction of wheels consists in so disposing
the spokes, or some of the spokes, of single-spoked wheels when tangentially
placed with regard to a circle concentric with the wheel that half the number
so placed may lie in an opposite tangential direction to the other half.
My seventh improvement in the construction of wheels consists in disposing

page_text: bars bent into a segmental or triangular form with spaces between such
segments, and welding or fitting intermediate lengths of felloe or T spokes into
such spaces to complete the felloe.
My eighth improvement in the construction of wheels has reference to
railway wheels with spokes, as described in the Specification of a Patent
granted to William Losh (the Patent) dated on or about the Thirty-first
August, One thousand eight hundred and thirty, or to railway wheels with
segmental spokes; and consists in fitting together the felloe portions of Land
T spokes by inclined planes at their junctions with each other or with seg-
mental spokes.
My ninth improvement in the construction of wheels has reference to and
is an improvement upon railway wheels having bended bars of segmental form,
with wedges of wood fitted between them, as described in the Specification of
a Patent granted to Edmund Tayler (the Patent) dated Eleventh May, One
thousand eight hundred and forty-one; aud consists in so altering the form of
the spaces that they may admit and receive between them, and correspond in
form with, wedges which have their wide ends nearest to the nave and their
narrow ends nearest to the felloe.
My tenth improvement in the construction of wheels consists in shaping the
ends of bars suitably for forming the middle portion of the nave of railway
wheels, after the bars have been bent, into a segmental or triangular form.
My eleventh improvement in the construction of wheels consists in securing
tyres of wrought iron or steel to the skeletons, frames, or bodies of railway
wheels by means of rivets or bolts passing obliquely through the tyre from the
back or under the flange, and so as not to pass through the tread or working
face of the tyre.
My twelfth improvement in the construction of wheels consists in casting
tyres, for railway wheels, with flanges projecting inwards on one of the sides
for the purpose of connecting the tyres with the skeleton or frame of the
wheel.
'
My thirteenth improvement in the construction of wheels consists in casting
tyres for railway wheels around and so as to enclose a ring, hoop, band, or
strap of wrought iron, for the purpose of preventing accidents (in the event of
the tyre breaking), by the pieces being hurled or projected with violence from
the broken tyre.
And having thus ascertained the nature of this Second Division of my said
Invention, I will now describe the manner in which the same is to be per-
formed, as exemplified by the Drawings in the Sheets numbered 4 to 8
inclusive.

page_text: My first improvement in wheels is illustrated by the following Figures:-
In Sheet 4, Figure 19 is a front view of a railway wheel, with parts broken
away to shew the construction. Figure 20 is a transverse section, but on
twice the scale of Figure 19. Figures 21, 22, and 23, represent edge views
of segmental bars or spokes, having their ends suitably swelled, shaped, or
thickened, to form the naves of wheels of three feet, of three feet six inches,
and of four feet in diameter respectively, and according to the number of
spokes which I prefer as indicated by the dotted radial lines. A, A, are the
bars, and B, B, their thickened ends; C, C, two cheek pieces welded on, one on
either side of the thickened ends of the bars when placed together to form a
central or middle portion of the nave. The dotted circlo D shews the distance
from the centre to which the welding together of the bars extends; and the
dotted circlo E, the full diameter of the nave shewing that the contact of the
bars extends outwards to this circle. In Sheet 5, Figures 25 to 29 arc
views corresponding with Figures 19 to 23 respectively, shewing this improve-
ment as adapted to the ordinary well-known wood wedge wheels comprised in
the Specification of Tayler's Patent before referred to. The corresponding
parts are marked with similar letters of reference in both series of Figures, as
also in the Figure 30 in Sheet 6, which is a modification consisting in this
particular, that only one end of the bar is thickened or swelled, the other end
being simply of the general thickness of the bar, but bent into a form corre-
sponding with it.
My second improvement in wheels is illustrated by the Figures 31 to 52.
In Sheet 4, Figures 31 to 35 are views corresponding with Figures 19 to 23
respectively, of portions of railway wheels without wood; and in Sheet 5 the
Figures 36 to 40 are views, corresponding with Figures 25 to 29, of portions
of railway wheels constructed with wooden wedges. A, A, are the bars;
B, B, their ends, which, instead of being thickened, are simply bent so as to
lay against and correspond with the form of suitable filling-up pieces F, F,
which, together with the ends of the bars, form a portion of the nave. These
pieces, and the bended ends of the bars, are so formed as to project beyond
the cheek pieces, and protect the bars from injury, as before mentioned.
Figures 41, 42, and 43, in Sheet 4, and Figures 44, 45, and 46, in
Sheet 5, shew the shape of the bar iron from which short lengths or pieces
are cut to form the filling-up pieces for wheels constructed with the
spokes shewn at the Figures 33, 84, 85, and 38, 39, 40, respectively.
Figures 47, 48, 49, in Sheet 4, and Figures 50, 51, 52, in Sheet 5, are
transverse sections through the lines z, z, in the Figures adjacent to which
they are respectively placed. From these it will be seen that the filling-up

page_text: pieces are somewhat broader than the spoke bars, the object of which is, that
the projecting portions may spread in welding on the cheek pieces, and serve
to hold the parts more firmly together. The outer ends of the projecting
portions of the filling-up pieces against which the cheek pieces do not come in
contact are to be hammered or set down to give a better appearance and finish
to the work; but previously to welding on the cheek pieces the filling-up
pieces may be welded, if preferred, to the inner ends of the spokes.
My third improvement in wheels is illustrated by the following Figures:-
In Sheet 6, Figure 53 is an edge view of a segmental bar or spoke, having its
ends bent and placed in position for welding to the crown or projecting portion
of one of a number of pieces of bar iron, which are to be welded together to
formn the middle or principal portion of the nave. Figure 54 shows the ends
of the bar and the nave piece as welded together. The Figures 53 and 54
shew the form and relative proportions of parts for a wheel of three feet in
diameter. The Figures 55, 56, and 57, 58, are corresponding views, shewing
the form and relative proportions of parts for wheels of three feet six inches
and of four feet in diameter respectively. In the last-mentioned series of
Figures the bars or spokes are marked A, their ends B, the nave pieces G, and
the externally projecting parts or crowns of the nave pieces G*. In making
wheels according to this improvement the ends B are to be welded separately
to their respective nave pieces, and this being done the several nave pieces
are to be welded together and to cheek pieces to complete the nave.
My fourth improvement in wheels is illustrated by the following Figures.
In Sheet 4, Figures 59 and 60 are corresponding views of a piece of bar iron
having a bend or set I at its middle. Figures 61 and 62 are face and edge views
respectively, and Figure 63 a transverse section, of the same bar coiled into a
helix to form a cheek piece. In constructing such a check picco the bar is
cut off to the requisite length, leaving its ends I*, I*, with oblique faces to
correspond with the set, which is next formed by hammering or pressure
against a block of the required form. The bar is then coiled upon a mandril
in the form shewn, and the check piece is complete and ready for use.
My fifth improvement in wheels is illustrated by the following Figures.
In Sheet 6, Figure 64 shews portions of spokes and of the felloe of railway
wheel. L, L, the segmental bars, the ends of which are welded to the
straight bars M. At 1 the Figure shews the pieces before being welded; and
at 2, the weld completed; at 3, the plan for welding together the several
segmental pieces is shewn; and at 4, the slightly varied form which I adopt
when the segmental pieces are not welded together. Figure 65 is a modifi-
ration of the form of felloe and spoke represented at Figure 64. In this case

page_text: the bar L, M, is all in one, the segmental portion being formed by bending
and welding as represented. In both the last mentioned Figures the nave
may be constructed in any suitable manner.
My sixth and seventh improvements in wheels are illustrated by the
Figures 66 to 71 in Sheet 7. Figure 66 is a front view of a railway wheel,
with certain parts removed or broken away. Figure 67, a transverse section
of half the wheel. Figures 68, 69, and 70 explain the details of construction
for wheels of three feet, of three feet six inches, and of four feet in diameter
respectively. A, A*, and A, A*, segmental bars, forming both spokes and
felloe. All the spokes, instead of being perpendicular to the nave, are disposed
tangentially with regard to a circle concentric with it, but those marked A
and those marked A*, are disposed in opposite tangential directions. The
object of this construction is to give strength to the wheel against torsion.
The Figure 71 exhibits a modification, shewing a perpendicular T spoke N
interposed between others tangentially disposed. M, M, the pieces of felloe
for filling up the spaces between the segments represented in the previous
Figures.
My eighth improvement in wheels is illustrated by the Figures 71 to 74, in
Sheet 7. Figure 71 shews this improvement with reference to T spokes and
segmental spokes at the places marked 5 and 6. The Figures 72 to 74 shew
the details of construction for wheels of the sizes before mentioned, in which
L spokes are used. An angular bend or inclined plane is formed at 6, on
which the suitably formed end 5 rests, so that in the event of unevenness or
inequality of the other surfaces of the separate portions of the felloe, the
shrinking on of the tyre may cause the parts 5 to slide upon the parts 6, and
wedge up the felloe tightly. The naves of the wheels described under my
sixth, seventh, and eighth improvements may be constructed of cast iron or
of wrought iron in any suitable manner. The Drawing shows them as
constructed in a manner slightly modified from that described under my second
improvement. The Figures 75 to 79 shew the form of the bar iron, from which
the filling-up pieces (in accordance with my second improvement) are to be
cut to correspond with the wheels represented at the Figures 68 to 72
respectively.
My ninth improvement in wheels is illustrated by the Figures 80 to 85 in
Sheet S. Figures 80, 81, and 82, shew the details of construction for my
improved wood wedge wheels of the three sizes before inentioned. Figures 83
and 84 are longitudinal and transverse sections of one of the spokes. A, A,
are segmental spokes. 0, 0, wedges between them, having their outer ends
narrower than the inner ones. P, P, driving welges for keeping the principal

page_text: wedges O, O, firmly in their position. The felloe is shewn as welded up by
filling pieces Q, Q, between the segments formed from bar iron, of the form
represented at Figure 85, but this may be omitted if preferred. The nave is
shewn as constructed according to a modification of my second improvement,
the filling up picces F, F, being interposed each between a pair of segments,
instead of between the two ends of a bar forming one segment. Figure 86
shews the form of bar iron for such filling up pieces. The nave, however,
may be cast or formed in any convenient manner that may be preferred.
When filling pieces for the felloes are employed I drive the wedges after
shrinking on the tyre, but when they are not employed the wedges may be
driven either before or after shrinking on the tyre.
My tenth improvement in wheels is illustrated by the Figures 87 to 93 in
Sheet 8. Figure 87 is a bar segmentally or triangularly bent, the ends B, B,
of which are not in form suitable for fitting together to form the middle
portion of a nave; these ends, after the bars are bent, are rendered of a
suitable form, as at Figure 88, by cutting, squeezing, or pressing, and the
nave may then be welded up or the ends may be rendered of a suitable form
in the action of welding up the nave by squeezing, swaging, or otherwise, in
which case they will expand laterally, as shewn at Figure 89. Previously to
welding or preparing for welding up tho nave, as before described, but after
bending up the bar into a segmental or triangular form, the end or ends of a
bar of uniform thickness may be made of sufficient substance for forming the
middle portion of a nave by doubling as represented by the Figures 90, 91, 92,
and 93, which represent the process in different stages.
My eleventh improvement in wheels is illustrated by the Figures 94 to 96
in Sheet 8. Figure 94 is a sectional view of a tyre rivetted to a wrought-
iron skeleton; Figure 95, a similar view of a tyre bolted to a cast-iron skeleton ;
Figure 96, a similar view of a tyre bolted to a wooden frame or body. In
these Figures the tyres are marked S, the rivet T, the bolts U, the skeleton
and body V.
My twelfth improvement in wheels is illustrated by the Figures 97 and 98,
in Sheet 8, which are sectional views of cast-iron tyres bolted to wooden
frames or bodies. The latter Figure is an improvement upon an Invention
described in the Specification of a Patent granted to Richard Christopher
Mansell (the Patent) dated on or about the First day of June One thousand
cight hundred and forty-eight, in which a pair of wrought-iron plates are
made to clip and hold the tyres and frames or bodies of wheels together. The
casting an internal flange, according to my improvement, dispenses with one
of the two clipping plates. In these Figures a, a, are the cast-iron tyres; b, b,

page_text: their internally projecting flanges. c, c, bolts by which they are connected to
the bodies or frames. d, a wrought-iron clipping plate, as in Mansell's
Patent.
My thirteenth improvement in wheels is illustrated by the Figure 99, in
Sheet 8, which is a sectional view of a cast-iron tyre, enclosing a wrought-iron
ring or hoop. a is the tyre, and e the ring or hoop. In order to effect
a proper union between the cast and wrought iron, the latter is tinned. The
Figure shows an internally projecting rib in the middle, but this improve-
ment is irrespective of any ribs or flanges. It is also represented in
the Figures 97 and 98, before mentioned. Before concluding this Division
of my Invention, I wish it to be understood that, although in the Drawings
I have represented those of the wheels which have segmental or triangular
spoke bars, with the spoke portions curved from the point, where they
separate near the nave to the point at which they meet again at or near
to the felloe, or between the felloe and nave, they may be made straight
between the said points, if preferred, as shewn by the dotted lines in Figure 21,

page_text: Figures in Sheet 9. Figures 101 and 102 are an elevation and a plan respec-
tively of a portion of a wall constructed with my improved bricks, shewing a
method of bonding them together. Figures 108 and 104 are another
elevation and plan, shewing another method of bonding. Figures 105 and
106 are plans shewing still other methods of bonding.
An inspection of the foregoing Figures will shew how well the bonding may
be effected; but I wish it to be observed, the bricks may be arranged in any
way that may be required, according to the circumstances of the case.
Figure 107 is a plan shewing how my improved bricks may be chipped to
work in with ordinary brickwork; and Figure 108 is another plan, shewing
how my bricks may be worked in with ordinary bricks without chipping, but
filling up the spaces. In building, I make use of the same materials with
my improved bricks as are ordinarily used with common bricks.
In witness whereof, I, the said John Coope Haddan, have hereunto
set my hand and seal, this Third day of January, in the year of our
Lord One thousand eight hundred and fifty-one.
J. COOPE (L.S.) HADDAN.
AND BE IT REMEMBERED, that on the Third day of January, in
the year of our Lord 1851, the aforesaid John Coope Haddan came
before our said Lady the Queen in Her Chancery, and acknowledged
the Specification aforesaid, and all and every thing therein contained and
specified, in form above written. And also the Specification aforesaid was
stamped according to the tenor of the Statute made for that purpose.
Enrolled the Third day of January, in the year of our Lord One
thousand eight hundred and fifty-one.