Improvements in Railway Electrical Signalling Apparatus.
Year: 1894

page_text: Date of Application, 9th June, 1894
1005
0th
Inte 1005
PROVISIONAL SPECIFICATION.
Improvements in Railway Electrical Signalling Apparatus.
I, WALTER GRIMES, of Silverlands, St. Margarets, Twickenham, in the
County of Middlesex, Commercial Traveller, do hereby declare the nature of this
invention to be as follows:-
This invention relates to improvements in signalling apparatus such as that set
forth in my previous Specification No. 6677 dated March 30th 1893 wherein the
apparatus is described as comprising certain audible and visible signalling devices
mounted on a locomotive and controllable from a signal cabin for indicating to the
locomotive driver "line clear" or "danger" and whether the locomotive is on or
off the contact bar through which the current is transmitted from the signal cabin
to the locomotive signalling device, also a device included in a local circuit on the
locomotive for raising the miniature semaphore arm to danger and audibly
indicating a fault should such occur in the main circuit all these depending for
their operation substantially on say one of the track rails, and one insulated
contact rail at each part of the track at which the signals are to be given and a
commutator or current reverser located at the signal cabin.
The apparatus described in my previous Specification also comprises a signalling
device located at the signal cabin and included in the main circuit for indicating
the position occupied by the arms of the home and distant signals appertaining
thereto when a locomotive last passed over the appropriate contact rails and a
device for indicating when the locomotive is on or off the said bars.
According to my present invention I retain much of the apparatus described in
my previous Specification, and modify certain parts and make additions to it so as
to obtain better results.
In this new arrangement 1 locate a current-reversing device and "split" or
divided battery at or adjacent to each signal (instead of at the signal cabin as
before) the signal arm, or other adjacent moving part of the signal, operating the
necessary contacts for effecting the reversal of the current.
The "split" battery of each signal is electrically connected at its central
positive and negative poles with its own or adjacent contact rail and a similar rail
say conveniently 200 yards (or other desired distance) in advance of said signal and
with other rails in advance of that if considered necessary, and at its outer poles or
terminals with the contacts of the current reverser which is also connected with
one terminal of the corresponding instrument in the signal cabin, whose other
terminal is led to earth.
The before-mentioned contact rail which is insulated from earth, is that through
which is passed the current for raising or lowering the miniature semaphore arm
on the locomotive, locking the "fault" indicating device and completing the local
(locomotive) circuit through the usual single-stroke hell or other equivalent audible
signalling device.
In my previous Specification I described the "fault" circuit as completed
through the medium of the miniature semaphore contact rails but according to my
present invention I now prefer to employ special contact rails for the purpose,
these being laid alongside the other rails and connected to earth.

page_text: A
At the limits of each section of the track appertaining to the signal cabin I may
provide a contact rail (insulated from earth).and battery so arranged as to reverse
the current passed through an indicator on the locomotive as to indicate to the
engine driver when he is in or out of that particular section. The device on the
locomotive which I provide for this purpose is practically like that which I employ
for operating the miniature semaphore arms, permanent magnets being similarly
provided for retaining (with sufficient resistance to prevent displacement by
vibration) the "in" and "out". or equivalent plate in the position to which it is
moved when the circuit is completed. For this purpose the distant battery is
connected say the negative pole to the "in section " rail and the positive pole to
earth and the home battery or that adjacent to the home signal is connected say
the positive pole to the "out of section " rail and the negative to earth, or the
reverse of this may be adopted. Instead of connecting the last-named batteries
directly to earth they may be connected to a similar "in and out of section
indicator in the signal cabin and thence to earth, by which means the signalman
may at a glance, be able to see whether or not a train is in the section of the track
under his control.
"
This "in and out of section" indication may however be obtained by mean
other than the foregoing, for example the indicating or movable plate of said device
may be operated mechanically through the medium of the apparatus connected
with the miniature semaphore device or the "fault indicator arresting" device
and a mutilated tooth wheel or snail cam or equivalent which latter when
occupying a certain position, would cause a word or words such as "in"..or "in
section to appear at the appropriate wicket and when rotated or moved to another
definite position would remove those words from the wicket and leave others such
out of" or out of section" visible, the operation, through the medium of the
intermediate contact rails along the track, of the mutilated wheel cam or equivalent
between these points causing no alteration in the indications.
as
"
Some of the various indicating devices may be embodied in separate instruments
but I prefer to combine them so as to render the apparatus as compact as possible
for which special purpose I may provide the instrument at the signal cabin with
two or more semaphore arms one operating in conjunction with the home signal
and the others each with an independent distant signal.
A convenient arrangement of the rails is as follows:-
One or both of the track rails are connected to earth the necessary earth
connections from the apparatus on the locomotive being made with any convenient
part of the locomotive, no special brush making contact with the track rails being
required for this purpose. In advance of the distant signal, say 200 yards, the first
set of three contact rails of the section are located. These are arranged so that
the appropriate brushes or equivalent carried by the locomotive in travelling
onwards to the distant and home signals in succession, make contact with the
semaphore and the "in section" rails first (the latter being conveniently
shorter than the former), and the fault rail after the contact with the "in section
rail ceases, the contact with the "fault" rail ceasing before' the termination of the
contact with the "semaphore" rail.
"
:>
At the distant signal there are only two contact rails via "semaphore" rail
(electrically connected with the "semaphore "rail in advance of it) and a
"fault" rail, these being arranged so that contact with the former is made before
and continued longer than that with the. latter. The arrangement of each set
of contact rails between the distant and home signals is substantially the same
as that at the distant signal. At the home signal there are three rails arranged
so that contact is first made with the "semaphore" rail, then with the "fault,"
then broken with the "fault" rail, theu made with the "out of section" rail
and then broken with the "out of section" and "semaphore” rails.
"
The before described apparatus which has been found to give very satisfactory
results may be modified without departing from the spirit of the invention, for
example instead of the ".
".
semaphore contact rails and "fault" contact rails

page_text: being constructed in separate lengths these contacts may each be in the form of
a rail extending continuously along the track.
Dated this 9th day of June 1894.
W. P. THOMPSON & BOULT,
Agents for the Applicant.
Improvements in Railway Electrical Signalling Apparatus.
I, WALTER GRIMES, of Silverlands, St. Margarets, Twickenham, in the
County of Middlesex, Commercial Traveller, do hereby declare the nature of this
invention, and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
This invention relates to improvements in signalling apparatus such as that set
forth in my Complete Specification No. 6677 of the rear 1893 wherein the
apparatus is described as comprising certain audible and visible signalling devices
mounted on a locomotive and controllable from a signal cabin for indicating to the
locomotive driver "line clear" or "danger" and whether the locomotive is on or off
the contact bar through which the current is transmitted from the signal cabin to
the locomotive signalling, device, also a device included in a local circuit on the
locomotive for raising the miniature semaphore arm to danger and audibly
indicating a fault should such occur in the main circuit all these depending for
their operation substantially on say one of the track rails, and one insulated contact
rail at each part of the track at which the signals are to be given and a commutator
or current reverser located at the signal cabin.
The apparatus described in my previous Specification also comprises a signalling
device located at the signal cabin and included in the main circuit for indicating
the position occupied by the arms of the home and distant signals appertaining
thereto when a locomotive last passed over the appropriate contact rails, and a
device for indicating when the locomotive is on or off the said bars.
According to my present invention I retain much of the apparatus described in
my previous Specification, and modify certain parts and make additions to it so as
to obtain better results.
In this new arrangement I locate a current-reversing device and "split" or
divided battery or its electrical equivalent at or adjacent to each signal (instead of
at the signal cabin as before) the signal arm, or other adjacent moving part of the
signal, operating the necessary contacts for effecting the reversal of the current.
In 'my previous Specification I described the "fault" circuit, as completed
through the medium of the contact rails appropriated to the miniature semaphore
but according to iny present invention I now prefer to employ special contact rails
for the purpose, these being laid alongside the other rails and connected to earth.
At the limits of each section of the track appertaining to the signal cabin I may
provide a contact rail (insulated from earth) and in conjunction with these rails
employ batteries so arranged as to reverse the current passed through an indicator
on the locomotive to indicate to the,engine, driver whether he is "in" or "out of"
that particular section.
Fig. 1 is a diagram illustrating the general arrangement of a track, contact rails
laid along it, connections, signals, and signal-cabin indicating instrument, according
to this invention.
Fig. 2 is a diagram indicating, various signalling and contact, devices, mounted
on the-locomotive engine and the connections between them; these devices are
similar in many respects, with exceptions hereinafter explained, to the, devices
described in ny, aforesaid, prior. Specification; and

page_text: Fig. 3 is a diagrammatic view of a modihed arrangement of part of the apparatus
illustrated in Fig. 1.
Like letters indicate like parts throughout the drawings.
"
With reference first to Fig. 1. A are the track rails electrically connected
to earth; the arrows x indicate the direction of the traffic thereon. B is a
"home" semaphore arm and C the corresponding "distant semaphore arm.
B is a "split" battery for the home signal. C₁ is a "split" battery for
the distant signal. D Dare contact rails for the home signal. E E¹ are
contact rails for the distant signal. The contact rails D D' E E' are those
through which is passed the signalling current, that is to say, the current for
raising or lowering the miniature semaphore arm on the locomotive and in the
signal cabin locking the fault device and making ready the local (locomotive)
circuit through the usual single stroke bell or other equivalent audible signalling-
device. F F are contact rails for the "fault" indicators of the home signal, and
are connected to earth by wires F2 F3 as shown GG are contact rails for the
"fault" indicators of the distant signal and are connected to earth by wires G* G*.
HH' are contact rails for the "in or out of section" indicator. H' is a battery
connected at one end to the rail H and at the other end to earth. H³ is a battery
connected at one end to the rail H and at the other end to earth. The batteries H*
and H³ must be reversely connected to the rails H H¹ that is to say if the positive
pole of the battery H' is connected to the rail H the connection between the
rail Hand the battery H' must be made at the negative pole of the latter. All
the contact rails are conductors and (except the fault rails) insulated from earth
and may conveniently be secured to existing sleepers; they may be of any desired
length according to requirements. The rails F F G Gare not in line end wise
with the rails H H and these latter are not in line with the rails D D E E' or
other arrangements are made, in order that contact brushes hereinafter referred to
and carried by the engine may each make effective contact in the desired order or
succession with only one of these three sets of rails. The fault rail G' outside or
beyond the distant signal C that is the rail adjacent to the semaphore rail E' is so
located with regard to the latter that the contact brush on the locomotive
(Figure 2 hereinafter fully described) will make contact with it after the com-
mencement and break contact with it before the completion of the contact of
another brush (N Figure 2 appropriated to the semaphore rails) with the rail G';
the same arrangement applies to the other fault rails as regards their respective
semaphore rails only these other fault rails are located adjacent to the outer ends
of the semaphore rails instead of being adjacent to the inner end as is the rail G¹.
Provided however that the contacts between the brushes NO and their respective
rails are made in the order above set forth the relative positions of the several
rails and brushes may be varied as desired.
The "in and out of section rails H H are located respectively adjacent to the
arrival or outer end of the semaphore rail E' and departure or inner end of the
semaphore rail D as shown. I is the signal-cabin instrument provided with miniature
semaphore arms B° and C° operated electrically to reproduce in the cabin the
indications of the arms B and C and provided also with an indicator at I¹ to show
whether an engine or train is on or off the bar or signal contact rail in the circuit
of the signalling apparatus. The signal-cabin instrument I. in this invention is
similar to the signal-cabin instrument described in my aforesaid prior Specification
except that in the present case it is provided with means for the operation of two
miniature arms, whereas the example illustrated in the prior Specification is for
the operation of only a single arm in addition to the "on and off bar" indicator.
The battery B¹ of the home signal is electrically connected at its central positive
and negative poles with its own adjacent contact rail D by the wire B and is
similarly connected by a wire B' to a similar rail D' say 200 yards (or other
desired distance) in advance of that signal. The outer poles or terminals of the
battery are connected by wires B' B' to contacts or terminals adjacent to the
semaphore arm B. B' is a contact arc on the arm B adapted to make connection

page_text: with one or other of the wires B' B' and to determine the direction of the signalling
urrent according as the arm B is up or down. The contact 13 is in connection by
the conductor B' with one terminal 1 of the cabin instrument 1 and the devices
controlling the miniature arm B° through which the current can pass to earth by
way of the other terminal I³ and the wire 1*. The electrical connections of the
battery C at the distant signal are similar to those of the battery B' that is to
say the battery C' is connected at its central positive and negative poles with its
own adjacent contact rail E by the wire C and is similarly connected by a wire C³
to a similar rail E' say 200 yards (or other desired distance) in advance of the
distant signal. The outer poles or terminals of the battery are connected by
wires CC to contacts or terminals adjacent to the semaphore arm C. C is a
contact are on the arm C adapted to control like the contact B the direction of
the signalling current; it makes connection with one or other of the wires C* C³
according as the arm C is up or down. The contact C is in connection by the
wire C with a terminal 1 of the cabin instrument I and the devices controlling
the miniature arm Co through which the current can pass to earth by way of the
other terminal I and the wire I.
With reference now to Figure 2 J is the engine instrument; it is preferably
employed in combination with a miniature semaphore and "on and off bar"
indicator, a bell K serving to give an audible signal when the apparatus is working
normally, and with a bell K' which sounds only when a fault exists in the main or
signal circuit. These bells hereinafter termed the "block" bell and fault" bell
respectively are operated by current derived from a battery L carried on the
engine and hereinafter termed the "local" battery. All the apparatus illustrated
in Figure 2 is carried on the engine; and it is otherwise similar to the instrument
described in my aforesaid prior Specification and illustrated in Figures 9 10 11
and 12 of the drawings thereto appended except for the differences hereinafter
explained. In the present case the engine instrument J comprises an indicator M.
The construction of this indicator is substantially similar to that of the devices
which operate the miniature semaphores in the present invention and in my prior
Specification before cited are lettered G and fully described, but in the present
invention the indicator so called to distinguish it from like apparatus operating the
miniature semaphores is for giving the driver an indication as to whether the engine
is in or out of a particular block or section. In the indicator M the semaphore arm
is replaced by the plate M' which bears the word "in" or an equivalent indication,
aud is adapted to be presented at the back of a wicket-opening in the face or dial
of the instrument J or removed from behind that opening to expose the words "out
of" or a like indication depicted on a plate M' which latter is fixed at the rear of
the opening and clear of the movable plate M¹.
Three brushes are employed in the present invention to make contact with the
three sets of contact rails; this arrangement and other modifications consequent
thereon is another feature distinguishing the present from my former inventions.
NO and P are the three contact brushes; they are carried by the locomotive;
in the example chosen the brush N is so situated thereou as to make contact with
the rails DD' E.E' only, (Figure 1) the brush O being so situated as to make
contact with the rails F F G G¹ only, and the brush P so as to make contact with
the rails H H only.
The arrangement of the rails D D'EEF F G G and the brushes NO is such
that the brush N first completes the main circuit which includes one of the
rails D D E E' one of the split batteries B' or C¹, one of the semaphore contact
arcs B or C and one of the miniature semaphores in the cabin and on the engine ;
when the main circuit is energised the current therein closes by the contact N³
Fig. 2 hereinafter described the break at Kin the circuit of the block bell K¹
which is immediately sounded by current derived from the local battery L and
traversing the circuit K°. The circuit through the fault electro-magnet S remains
unclosed until the brush O comes into contact with one of the rails FF GG¹
whereupon the electro-magnet is energised from the local battery L but will be

page_text: "
1
mechanically locked and rendered ineffective as in my aforesaid prior Specification
unless there is a failure, in. the main circuit, in which case the block bell K will
not have its circuit completed at K2 and, will not sound but the fault bell K' will'
be sounded by current from the local battery L through a special circuit herein
lettered Qarranged and operated as set forth in my said prior Specification. The
armature N₁ of the electro-magnet N in addition to controlling an "on or off bar'
indicator and otherwise constituting an equivalent of the electro-magnet I of my
former Specification, serves in the present invention to carry a contact N' whereby
the block bell circuit herein before referred to is opened or closed to the current of
the local battery L at a point K².
"
The brush is electrically connected by the wire O¹ to the fault electro-
magnet S and to one end of the local battery L; from the other end of the battery
connection is made to earth by the wire O and the engine.
"
The brush P is connected by the wire P¹ to the "in and out of section
indicator M and thence by the wire P' to earth by way of the engine earth-
connection R which serves also to connect the battery L to earth.
From the foregoing it will be seen that according as the road-side semaphore is
brought to "danger" or "line clear" the contact arc B or C on the arm thereof
will be in connection with the negative or positive pole of the adjacent split battery
so that upon the subsequent completion of the main circuit by the brush N on the
locomotive the current will flow in the direction necessary to raise or lower the
miniature semaphore arms of the signal cabin and locomotive instruments.
In Figure 1 the conductors B B are shown connected respectively to the
positive and negative poles of the split battery B¹ but if desired this arrangement
may be reversed, the only indispensable requirement in this respect being that the
connection with the battery and the winding of the coils of the electro-inagnets
controlling the miniature semaphore must be such that when the arm of the roadside
signal B or C is raised or lowered the temporary adjustment of the contact are as
effected by the same operation will be such that when the circuit is subsequently
completed by the locomotive engine the current will flow in a direction to cause the
miniature semaphores of the signalling devices in the signal cabin and 'on the
locomotive to be correspondingly raised or lowered.
""
The operation of the before-described signalling apparatus so far as the work of
the signalman is concerned, is the same as if no such apparatus existed, the mere
act of moving over the ordinary signal lever into its "danger" or "line clear
position doing all that is necessary in the way of adjusting the electrical signalling
device. As an example of the mode of working the apparatus suppose the line to
be blocked. The signalman moves over the signal lever to the "danger" position
and thereby, also adjusts the current-reverser say C Figure 1 so that when the
main circuit embracing the rails E or E¹ is completed by the contact device N
Figure 2 of the locomotive engine passing on to the rail E outside or adjacent to
:the distant signal C Figure 1, the current will flow through the connection C and
the coils of the signal cabin and locomotive instruments and the arms of both these
instruments will be raised to the "danger" position while at the same time the
local circuit on the locomotive engine including the battery L "block' bell" K and
conductors Ko will be completed by the contact' 'plate No being brought by the
electro-magnet N' into position to close the gap at K2 in the local circuit so that
said "block bell" will be sounded, thus indicating to the engine driver that the
locomotive engine has arrived.at one of the contact rails D D' E E¹.
The signals being then against the engine driver as indicated by the miniature
arm in the instrument, before him the driver will know that' he has to stop the
locomotive engine on the bar D at to the home signal B and then await 'the
lowering of the arm of his signalling device which will occur as soon as the signal-
man, by moving the signal lever over to the "line clear." position also simultaneously
by means of the current-reverser B reverses the direction of the current through
the coils of the miniature semaphores and thus causes the arm on the locomotive
and arm Bº in the signal cabin to be lowered, when the driver will know that he is
TH

page_text: free, to proceed on his journey; this.is what occurs when no "fault" in the main.
circuit exists the fault device including the bell K¹ being prevented from coming
into operation (although the local circuit through O'S LO' R is always
completed by the brush O travelling over the fault rails) by the arm N* arresting
the movement of the armature S¹ as in my aforesaid prior Specification.
Should a fault in the main circuit exist (which may at the time be unknown to
the signalman) the electro-magnet N will not be energized when the brush N
makes contact with the rails D D' E E' and consequently the armature N will not
be brought into the path of the arm S₁ so that when subsequently, the brush (
makes contact with one of the "fault" rails and the local circuit O' including the
electro-magnet S is completed the arın S¹ moves towards that electro-magnet with
the result that (the armature N not being brought into the path of S¹) a detent
will be thereby released to complete the fault bell circuit and raise the miniature
semaphore arm on the engine to the "danger" position as in my aforesaid prior
Specification.
When the brush P makes contact with the "in section" rail H' the current
passes from the roadside battery H³ through the coil of the indicator M in such.
direction as to cause the plate M bearing the word "in" to be brought at the back
of a wicket in the engine instrument J, Figure 2 this plate being as hereinafter
described retained in the same position until the brush P makes contact with the
out of section" rail H when, by the current flowing through the coil of M in the-
reverse direction the plate M¹ is removed from the back of the wicket so as to
leave the words "out of" exposed through it.
<<
The circuit through which the current Hows in one or other direction through
the indicator M is from a battery, say H³ to the rail H brush P connections P
and through the locomotive and the track rails to earth; one end of the battery H³
is earthed, like the track rails and thus the circuit is completed through earth.
By the employment of perinanent magnets the plate M' is retained in the
particular position into which it is moved by the last reversal of the current of
the circuit in which the coil of the instrument M is included and notwithstanding the
vibrations of the locomotive engine tending to deflect the plate, from such position,
until positively altered by the next reversal of the current and cumpletion of the
circuit by the locomotive engine.
If desired audible signals other than bells may be used instead of the bells K
and K and the before described brushes NO and P may be mounted on any
desired part of the train instead of on the locomotive engine; besides this, various
modifications may be made without departing from the spirit of the invention, for
example instead of the wires HH' from the batteries H2 H3 being led directly to.
earth as indicated in Figure 1 they may be carried along the track and connected
to earth through an indicator shown diagrammatically at 1 in the cabin instrument I
Figure 3 which indicator is substantially a duplicate of and operates simultaneously
with the indicator M in Figure 2, on the locomotive.
By this means the signalman as well as the engine-driver, may at a glance,.
ascertain whether the train is "in" or "out of" the particular section of the track
under the signalman's control.
Another modification of which the before described apparatus is susceptible is to.
locate the current reversers at the signalman's cabin and arrange them so that they
may be operated by connections with the signal levers, but this is not considered so
desirable as the arrangement shown in Figure 1 because supposing the mechanical
connections between the semaphore and signal lever became accidentally broken,
though the semaphore would, as is usual under the influence of its springs or
counterweights move to danger, the engine driver might still receive the "line
clear" signal on his indicating devices.
This "in and out of section "indication may however be obtained by means
other than the foregoing, for example the indicating or movable plate of said device
may be operated mechanically through the medium of the apparatus connected with
the miniature semaphore device or the "fault indicator arresting" device and a

page_text: "
to
mutilated tooth wheel or snail cam or equivalent which latter when occupying a
certain position, would cause a word or words such as "in or "in section
appear at the appropriate wicket and when rotated or moved to another definite
position would remove those words from the wicket and leave others such as "out
of" or "out of section" visible, the operation, through the medium of the inter-
mediate contact rails along the track, of the mutilated wheel cam or equivalent
between these points causing no alteration in the indications.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. In railway electrical signalling-apparatus the combination with the arm or
other moving part of a semaphore or other signal-apparatus of electric circuits
normally interrupted and comprising a source of electricity therein and current-
reversing or circuit-changing devices operated by that arm or moving part
substantially as and for the purpose described.
2. In railway electrical signalling-apparatus the, combination with the arm or
other moving part of a semaphore or other signal-apparatus of electric circuits such
as B B B B B7 normally interrupted comprising a battery for generating electri-
city therein a rail such as D and current-reversing or circuit-changing devices
such as the contact arc B* all substantially as and for the purpose described.
3. In railway electrical signalling-apparatus such as described the employment,
of an advance contact rail such as D' electrically connected with the split or
equivalent battery substantially as and for the purpose described.
4. In railway electrical signalling-apparatus the combination in a fault signal
circuit of a fault-rail and travelling fault-contact substantially as and for the
purpose described.
5. ln railway electrical signalling-apparatus the combination with a semaphore
contact-rail of a fault-rail and a fault-signal circuit on the train comprising a local
battery such as L a fault signal and a travelling contact substantially as and for
the purpose described.
6. In railway electrical signalling-apparatus the combination with a local circuit
including a local battery L and an audible signalling appliance such as the block
bell K, of a device such as the contact N³ in operative connection with the
armature of an electro-magnet included in the main circuit substantially as and for
the purpose described.
7. In railway electrical signalling-apparatus the combination with "in and out of
section" rails H and H¹ placed at the ends of each section of batteries H and H
reversely connected with those rails and on the train a circuit including an
indicator such as M and contact device P substantially as and for the purpose
described.
an in
8. In railway electrical signalling-apparatus such as is claimed in Claim
and out of section" indicator such as M for the signalman substantially as and for
the purpose described.
9. In railway electrical signalling-apparatus such as is claimed in Claim 1 a
signal-cabin indicating apparatus such as I arranged and operating substantially as
and for the purpose described with reference to Fig. 1 or Fig. 3 of the
accompanying drawings.
10. Railway electrical signalling-apparatus constructed arranged and operating
substantially as and for the purpose described and illustrated in of the accompanying
drawings.
WALTER GRIMES.
Boult & Wade,
Agents for the Applicant.
Dated this 9th day of April 1895.
WALTER GRIMES.
Boult & Wade,
Agents for the Applicant.