IMPROVED MEANS OF COMMUNICATING BETWEEN RAILWAY TRAINS AND ANY STATION OR OTHER PART OF THE LINE OF RAILWAY, AND VICE VERSA,
Year: 1875

page_text: LETTERS PATENT to Jean Lucien Vispé and Adolf Fredrik Hugo
Nisbeth, both of Piccadilly, in the County of Middlesex, for the
Invention of "IMPROVED MEANS OF COMMUNICATING BETWEEN RAILWAY
TRAINS AND ANY STATION OR OTHER PART OF THE LINE OF RAILWAY, AND VICE
VERSA, -A communication from abroad by Hakon Brunius, of
Bosaryd, in the Kingdom of Sweden.
"
PROVISIONAL SPECIFICATION left by the said Jean Lucien Vispé and
Adolf Fredrik Hugo Nisbeth at the Office of the Commissioners
of Patents, with their Petition, on the 5th May 1875.
We, JEAN LUCIEN VISPÉ and ADOLF FREDRIK HUGO NISBETH, both
of Piccadilly, in the County of Middlesex, do hereby declare the nature.
of the said Invention for " IMPROVED MEANS OF COMMUNICATING BETWEEN
RAILWAY TRAINS AND ANY STATION OR OTHER PART OF THE LINE OF RAILWAY, AND
VICE VERSA, a communication from abroad by Hakon Brunius, of
Bosaryd, in the Kingdom of Sweden, to be as follows:-
"
This Invention consists in improved means of communicating between
railway trains and any station or other part of the line of railway, and

page_text: vice versa, so that the position of the said train may be indicated at any
. desired station, and such indication or other signal transmitted therefrom
to any train on the line.
The following are the means by which it is proposed to carry out this
Invention.
Firstly. Each station is connected by a main wire attached to the
ordinary telegraph posts, or in any other suitable position; this wire is
furnished at suitable distances asunder with projecting arms, to which
are attached a number of small wires arranged in a bundle within easy
reach of the train. The said main wire communicates with a trans-
mitting and receiving apparatus placed at each station and connected
with a battery..
Secondly. The locomotive engine is furnished with a battery and a
receiving and transmitting apparatus having projecting pieces, so that
when it passes one of the projecting arms, and bundle of wires aforesaid
contact will take place and communication be established between the
engine and the station, and as each contact is made it indicates the exact
position of the train on the line. Signals of "stop,” “break down," or
other such signals may be transmitted in this way to and from the
station to the engine driver, and prevent accidents during its transit
between the station, at the same time making known its progress on the
line.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Jean Lucien Vispé and Adolf Fredrik Hugo
Nisbeth in the Great Seal Patent Office on the 5th November 2
1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, we, JEAN
LUCIEN VISPÉ and ADOLF FREDRIK HUGO NISBETH, both of Piccadilly,
in the County of Middlesex, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her 3
Letters Patent, bearing date the Fifth day of May, in the year of our
Lord One thousand eight hundred and seventy-five, in the thirty-eighth
year of Her reign, did, for Herself, Her heirs and successors, give and
grant unto us, the said Jean Lucien Vispé and Adolf Fredrik Hugo

page_text: Nisbeth, Her special licence that we, the said Jean Lucien Vispé, and
Adolph Fredrick Hugo Nisbeth, our executors, administrators, and
assigns, or such others as we, the said Jean Lucien Vispé, and Adolf
Fredrik Hugo Nisbeth, our executors, administrators, and assigns,
should at any time agree with, and no others, from time to time and
at all times thereafter during the term therein expressed, should and
lawfully might make, use, exercise, and vend, within the United
Kingdom of Great Britain and Ireland, the Channel Islands, and Isle
of Man, an Invention for "IMPROVED MEANS OF COMMUNICATING BETWEEN
RAILWAY TRAINS AND ANY STATION OR OTHER PART OF THE LINE OF RAILWAY, AND
VICE VERSÂ," (a communication from abroad by Hakon Brunius, of Bosaryd,
in the Kingdom of Sweden, upon the condition (amongst others) that
we, the said Jean Lucien Vispé, and Adolf Fredrik Hugo Nisbeth, our
executors or administrators, by an instrument in writing under our, or
one of our or their, or one of their hands and seals, should particularly
describe and ascertain the nature of the said Invention, and in what
manner the same was to be performed, and cause the same to be filed
in the Great Seal Patent Office within six calendar months next and
immediately after the date of the said Letters Patent.
NOW KNOW YE, that we, the said Jean Lucien Vispé and Adolf
Fredrik Hugo Nisbeth, do hereby declare the nature of the said Inven-
tion, and in what manner the same is to be performed, to be par-
ticularly described and ascertained in and by the following statement,
reference being had to the accompanying Drawings, and to the letters of
reference marked thereon, that is to say :-
-
The objects of this Invention are to prevent the collision of two
meeting or following railway trains, to construct an apparatus whereby
the time of arrival and departure of trains, and also the moment of their
passing a certain point, are automatically registered, thereby to afford a
reliable control over the speed of the trains according to the station
clocks, to indicate at the station at which point of the railway the trains
are, to indicate to the driver how far his train is from the departure
station, and lastly to give the driver of a train a stop signal at a
previously determined point from a railway bridge, which is more or less
open.
To accomplish these objects there must be two ordinary telegraph lines
along the railway, as shown at Figures 1 and 2 of the accompanying
Drawings; at the desired points the wires are prolonged, and cach

page_text: united to a contact consisting of a metal brush a, which are movable on
or fixed to insulators 6 that are carried by a cross bar c from one tele-
graph post to another, and can be shifted up or down, as required, and
fixed by set screws e when adjusted, that is, so that the brushes a con-
tinuously touch the corresponding contacts on the passing train; the
contacts may be small metal brushes, like the line contacts, and made of
hard drawn fine brass wire one foot long, and held vertical in a handle
below, this handle having a balance weight and joint, so that the brushes
are movable round a spindle placed and insulated on the top of the
guard's van.
For trains going faster than say twenty miles an hour the train contacts
are made of galvanized T iron, as shown at f, placed along the roof or
side of the carriage and insulated by caps g; these contacts are on each
side equidistant from the centre line of the rails and at the same height
above them, so as to serve for up and down along the same rails (where
a single line is used), they at the same time project furthest on the top
or at the sides of the train. Similar Tirons may also be arranged in
the telegraph line, and be carried by insulators on cross bars from post to
post across the railway, or be fastened to ordinary telegraph posts close
up against the train, but then the telegraph line will be touched by the
train contacts at the afore-named certain points along the line, and these
train contacts will then be ordinary brushes.
In countries where snow and similar natural impediments are not to
be feared the telegraph line may be run along the rails, carried on at
the aforesaid certain points to the insulated T iron, and put in metallic
contact therewith; the train contacts may then be close to the ground,
for instance, under the footboards of the carriages.
A. The station apparatus consists of,-
1°. A line battery of say 20 elements.
2º. A local battery of say 5 elements.
3°. A reversing appliance (see Figure 5) which is so arranged that its
line rails (L', L",) by changing of the knobs, can be put into current
connection with the other station apparatus, or with rails (A, p², A, p³,)
of the station (T, T¹¹) or to earth j.
4°. The Apparatus for Reversing the Current.-Figure 4 is a part plan
and Figure 5 an elevation of this apparatus. U¹, U", are two clocks
placed by or over one another, and insulated by the hollow spindle B of

page_text: one by interposed bone plates C, and by the bone enclosed key D; T is
the clock dial made of insulating material, and the two hands are inde-
pendent of one another. The dial T has four separate metal rings, of
which the first and third, reckoned from the centre, are connected to the
negative pole (L, B-) of the line battery by contact screws, and the
second and fourth similarly with the positive pole L, B, +). The
centre of the dial is connected to earth. Above the rings 2 and 4 are
the hands, which have small springs F in contact with them, fastened
on the hand spindle and by other springs F, F, making contact with
the rings 2 and 4. The hands have cach a metal staple movable ver-
tically and carrying a small roller for contact with rings 1 and 3, that is,
with the negative pole of the battery; these staples are well insulated
and are carried 3½, degrees beyond the hands. The dial has also two
other metal staples M₁ joined to, but insulated from the rings 2 and 4,
but in metal contact with rings 1 and 3, covering 4%, degrees of same,
reckoned to the left from o (the station degree) but not approaching
nearer to it than necessary for letting the contact springs on the hands
lie on the second and fourth ring when the hands are just over zero. The
contacts between the last-named staples and the hands are called station
contacts for arriving trains, and the four first degrees to the right of
zero are called station contacts for departing trains. If now for instance,
the distance between two stations be divided in sections of an English
mile, then for cach two miles there will be one contact point, but for
the first and last mile there will be three. Of the last-named the first
will be just outside the station sidings, and the two others at equal
distances from the two nearest contacts. The number of dial degrees
(and teeth in dial wheels) is equal the total number of contacts on the
railway. The box spring of an ordinary clockwork is here represented by
a "lever" A moving between two set screws S, and by an electro-magnet
E in each clockwork. One of the screws is screwed up against the
electro-magnet; a spring S¹, the strength of which can be regulated by
a screw, goes against it.
5°. A clockwork U, Figure 5, of ordinary sort or regulated from
the station clock by electro-magnet escapement.
6°. A cylinder C', Figure 5, resting in two brackets L, L', and of
which one end surface is carried by a double threaded screw S¹¹ fastened
in one of the brackets. Through the other end passes a movable spindle
X fitting at one end in the end of the screw S", which here has a metal

page_text: brush, and at the other end passing round the minute hand spindle m
of the adjoining clockwork. From the inside of the bracket L³ here to
and
the vicinity of the screw S" a feather K runs along the spindle K,
there is a corresponding groove cut in the end surface of the cylinder C¹;
the centre of the opposite end forms the nut for the screw S". By
means of a small set screw V the spindle X is united to the minute
hand spindle, so that both make one turn per hour. The cylinder
carries a sheet of paper Z fastened by small pegs and divided in 60 equal
spaces, each corresponding to a minute. The cylinder at the same time
slides forward along the screw, and the lines described on the paper will
be spirally slanting and intersecting the minute lines. The spaces
between two spirals indicate hours. The bracket L' has a spring in a
box F, with driving wheel on the spindle X for overcoming the resistance
caused by the revolution of the cylinder. When disconnected from the
clock this spring drives the cylinder only, which is convenient for the
affixing of the paper thereto; this done, the cylinder spindle is again
connected to the minute hand spindle, which can be easily turned to the
left by means of a key N on its square end; its turning the opposite
way is meanwhile prevented by a pawl and a pawl wheel; this move-
ment is only possible in connection with a spur wheel movable on the
minute hand spindle, and carrying the pawl; it is thus regulated by the
clock. The cylinder is thus turned till the right hour and minute are
opposite the small inkstands F, K, which have a capillary groove and
mark the time. The cylinder (the clock) is thus set.
7°. Two relays R, 1, R, M, (Figure 5) with prolonged levers which
carry the inkstands, and so arranged relatively to the cylinder that the
points of the inkstands by the attraction of the relay keepers hit one
cylinder space of one and the same hour, the local current being at the
same time closed, either through the levers striking special contact
screws, or through the keepers which touch small platina points at the
ends of the electro-magnet arms.
8°. A bell K, L, (Figure 5) the electro-magnet for which is covered
by the negative wire of the line battery before it is connected to the dial
rings.
B. The train apparatus besides the contact described are as follows:-
is a square box, shown open at Figure 6, and so placed on some part
of the locomotive, as seen at Figure 7, as to be easily seen by the train

page_text: attendants. It has in front two glazed dials, shown separately at
Figure 8, one of which i is divided in degrees corresponding to English
miles, while the other has only two divisions, marked "clear" and stop.
The box h contains clockwork, the spring of which can be wound up
from the front. The spindle of the clock carries a hand D, W, the
"distance hand" working on the diali; the escapement is like the one of
the current reversers; m is a screw at the top of the box for regulating
the spiral spring of the keeper; n is a peg, which when depressed
against the keeper gradually brings the hand back to zero; R is a
polarized relay in the box; o is a keeper suspended between the poles of
the magnet, and serving to give the spindle 8, w, a there-and-back
movement. This spindles, w, carries a hand-S, W, the "signal hand" on
the dial k. Inside the box. this spindle carries a small brass lever, which
passes through a slit in the top of the box; its prolongation is a thin
flat spring carrying a ball p, which has the same movement as the hand
and stands vertically to it when the keeper is midway between the poles
of the electro-magnet. q is a signal bell on the top of the box, arranged
to be struck by the ball or hammer p. When the hand indicates " 'stop"
the lever is prolonged below, and here balanced against the weight of
the ball p. r, Figure 7, is a contact screw connected to the wire of the
clockwork electro-magnet; s is a contact screw connected to that of the
relay; and is a contact screw connected to the junction of the two
wires. The wires must be well insulated, and so wound round the relay
electro-magnet that the signal hand points to "clear," when the positive
current enters through the screw 1. The screws is by a wire connected
with the metal body of the locomotive in order to avoid the insulating
influence of the lubricant in the axle boxes. The metallic contact
between the body and the rails is made by means of thin hardened steel
springs (Figure 7) on the axles. A strong well insulated wire is
fastened by the contact screw 7 and leads up to an insulating cap u on
the top of the locomotive; it crrries at its end a small metal plate,
which by a pinching screw can be easily connected with another wire
in an insulating cap (Figure 1) on the top of the guard's van, and
terminating in a metal plate v³ inside of the van.
v¹ is another adjoining
plate, which is quite insulated, and v³ is a third adjoining plate, which
by means of an insulated wire is connected to the train telegraph T, a, in
the guard's van. From this apparatus a wire leads to a thin spring,
which presses against the boss on an axle, and thus establishes the
carth line.
About a foot below these three plates there are three others,

page_text: the two outer ones of which are in metal connection. x is a pin just
under the upper plates, it carries two springs fitting well against each
other, but capable of turning independently round the pin; the shorter
one of the two must always rest well on one of the upper plates, the
longer one similarly on one of the lower plates. The former spring has
on its under side a peg, and there is a corresponding recess in each of
the upper plates in order to keep this spring in one of its three positions;
this spring is set by hand. The lower spring however is set by means
of a lever y turning on a fulcrum z, and formed with a fork at its upper
end; its under side has a bolt covered with gutta percha, this lever is
thereby so connected to the lower plates that it by its motion can come
in metallic contact with one of the lower plates a°, a°, of which the
outer two are connected together as aforesaid by an insulated wire to
the outer or lower one (on the roof or side of the van), but the middle
one a² is connected with the inner or upper train contacts. The lower
end of the lever is in the height of the rails, and carries a plate of long
or oval shape, with taper ends and smooth surfaces. In the upper part
of the guard's van there is also a strong horizontal spring o' fastened
at one end and passing between two rollers o" at the other end. This
spring presses against a bent bar 5 (at the upper end of the lever y), and
is in all its positions parallel to this bar, except when changing position,
for then the spring is lifted by the bar 5; the spring serves, to fix the
lever in position.
C. The arrangements on the permanent way are shewn at Figures 9,
10, and 11, Figure 9 being a plan, and Figures 10 and 11 respectively
end and side elevation of part of the apparatus. Just outside the
switches of the station two half-moon shaped bars 1 are placed so
between the rails as to form an open space between, as shewn, and at
such a height as always to be passed over by the lever y, which by
passing between them is brought into vertical position. Just beyond
these half-moon shaped bars and also midway between the rails there is
a horizontal eccentric or cam 2 with sharp pointed ends; this cam can be
pushed up or down, guided by two bolts working in bearings 3; when
this cam has gone down by its own weight the lever y passes free of it,
but not so when it is raised, which is done by an eccentric in the middle
of the shaft 4. The eccentric has at each end a friction roller 5, as
shewn; the shaft has near one end a cross-shaped wheel 6 with four
teeth, and near the other end a pawl wheel 7 with pawl 8. Close by the

page_text: wheel 6 there is an arm 9 working up and down in two guides, and
provided with a strong spring 11 which is bent and formed with a tooth r
taking hold of the back of a tooth of the wheel 6, thus holding it and the
shaft and eccentric in a direction opposite to that of the pawl. Above
the rails the arm 9 carries a bridge 13 parallel with the rails. When a
train passes a bolt at the front of the locomotive passing down at each
side and furnished with a friction roller insulated by a rubber lining,
comes against the arm 9 and depresses it, and to such an extent that
the tooth 12 on the spring 11 turns the wheel 6 one tooth, a spiral
spring 14 raising the rod 9.
In order to prevent the cam 2 from being raised or lowered by other
objects it is best to give it the shape of a box cover out of which it never
passes completely when rising. If a train departs from the station the
lever y will assume vertical position by coming in contact with the
bars 1 (Figure 9) but it obtains its right position till the next station
from the cam 2, the position of which is regulated by the previous train,
when that train for instance has raised it it will now be lowered before
the lever y comes to it, and the lever will thus keep its vertical position.
The spring at the upper end of the lever y (Figure 1) is consequently
on the middle one of the three lower plates a° as this spring is in
metallic contact with the spring above it, which latter again generally
is in contact with the upper middle plate v², and as the current con-
nection passes through the locomotive to earth, the connection will be
established during the vertical position of the lever from the inner or
upper contacts at the carriage ceiling or sides connected to the middle
plate and the rails. But the lever of the previous train has been pushed
to one side by the elevated cam 2 and the spring at its upper point been
brought in current connection with one of the outer or lower contact
plates, whereby connection has been established between the outer or
lower carriage ceiling or side contacts and the rails.
All the station apparatus are arranged on one wooden table A,
Figure 5, which in front has nine contact screws for convenient con-
nection with the different wire lines; T¹ and T" are to the telegraph,
Land L to the lines, J to earth, each connected to one of the
rails of the reversing apparatus, having correpondent letters LBX,
the positive pole of the line battery is connected with the india-rubber
screw LB+ of the rings 2 and 4 at the clock dial LB-,
the negative
pole of the line battery again is connected at the opposite side of the

page_text: -
said dial to the india-rubber screw of rings 1 and 3, the current having
first travered the windings of the electro-magnet at the signel bell 70+
the positive pole of the line battery is connected to the two insulated
india-rubber screws + of the clock mechanism l, - the negative pole
of the local battery is in current connection with the framing 1, b -
common to the keeper. springs of the relay. The legs of the electro-
magnets of the two relays R', R", are each connected with one end of the
wire windings of the corresponding current reverser, the other end being
each connected to one of the corresponding screws 10+. From the
metal body again of the clock mechanism, and through the screws u¹, u¹¹,
a current connection is established through the wire windings of the
electro-magnets R, 1, and R, 1, of the corresponding relays, and thence
to the rails A, 2', A, 2", of the disconnecting apparatus.
While a train is on its journey the currents from the terminii of the
railway will thus be closed at each line contact. The keepers of the
corresponding relays wlll thereby be attracted, and the pencil points at
their prolonged levers will thus mark the hours for these contacts in the
same moment at both terminus stations. By comparing the hour papers
of the two stations the two station clocks will mutually control each
other, and the distance between the dotted places will indicate the train
speed exactly. Simultaneously with this action of the relay it closes a
local current passing through the electro-magnet of the corresponding
clockwork, through the locomotive apparatus of which the distance
hand will be moved forward one degree for each contact, thus indicating
to the driver how far he has got from the last station, but the signal
hand remains at rest unless obstacles are met with until the train has
got within a mile of the end station where the station contacts are met
with. Then the dial hand of the reversing apparatus, Figures 4 and 5,
at this station, raised to the station contact of the clock dial, receives
from there a negative current, whereby the locomotive signal hand is
immediately thrown on to "stop," where it remains till the train has
passed the station, the metal ball or hammer p (Figure 6) simultaneously
striking the bell q on the locomotive, which signal is immediately
repeated by the station signal bell.
But if another train were to come from the opposite station and on
the same line of rails at the same time, then it is obvious that while
the dial only has four station contacts for departing trains, but each of the
two trains departing each from an end station have passed four such

page_text: contacts, the dial handt hereby must have been moved eight degrees, thus
assuming the same position as if one train had passed through five whole
line distances (four station distances being equal one line distance), that is,
five English miles distant from the departure station, although the two
trains really have travelled two miles. The hand must thus through the
constant influence of the two trains on the station contact (the fixed
metal staple) be raised for arriving trains, whereby both trains obtain
the signal stop," and the corresponding bell signal while still at a
suitable distance apart, that is about three miles. In such cases the
position of one dial hand cannot indicate how far each train has
travelled, but it will be casy to sec from the distance of the hour
punctuations when two trains have commenced to indicate, and when
these closc punctuations are divided between the two trains then their
position will be found. But when two trains follow each other in the
same direction then their locomotive apparatus will be put in current
connection with one line each by means of the cam 2 close by the station
switch, and each will move its dial hand on according to their progress.
It will be then clear that if the first train is being overtaken by the
second the hand of the latter must be raised to the hand staple of the
former, and a negative current be sent to the following train and also a
cf "stop" signal.
The station contacts give all arriving trains the "stop" signal, which
only serves as a reminder to them to enter the station cautiously, and
to indicate their approaching arrival by bell signal in the station. But
all departing trains only receive the signal "stop" by the station
contacts in case of the greatest danger, and in such case the train must
immediately go back, but at the same time the upper spring in the
guard's van must be put in contact with the free insulated plate v¹ in
order that every indication may be discontinued; but if a train receives
the " stop" "signal beyond the station contacts the speed must be reduced
at once so that the train can stop at and in connection with the next
contact. On there receiving the signal "clear" it means that the train
in advance now is sufficiently far in advance as to warrant going on
again, should the "stop" signal continue then and the upper spring in the
guard's van must be put in connection with the plate 13, and the train
can thus exchange signals with the station as well as with the other
train; but the station officials must first be called by the bell of the
apparatus and change the knobs of the reversing apparatus in order that
.

page_text: the line may be put in communication with the plate of the telegraph
apparatus.
When the dial of the current reverser indicates that the telegraphing
train has received the "stop" signal (two trains travelling against each
other) by the position of the dial hand on the staple of the station
contact, then the hand of the other clockwork must by means of the
electro-magnet keeper be immediately so turned that it comes on the
hand staple of the standing train, whereby all the trains on the line
receive the "stop" signal.
On railways, where it never happens that two trains follow close upon
one another, one line wire only is required, and all the apparatus
belonging to the second line thus become superfluous; also the cams 2
with their lifting gear; also the whole mechanism in the guard's van
with exception of two train contacts, which in this case are directly
connected with the screw on the box on the locomotive.
In order to give all trains arriving at a bridge, which is not quite
closed, the required signal, the following apparatus, shown at Figure 12,
is used.
Under the permanent way and close behind the bridge approach or
land pier F is placed a box L, L', fastened to it by bolts b.
A is a
lever therein which can turn on its centre fulcrum, and is at the level of
the closure appliance r, k, of the bridge. This lever has at one end x an
iron rod with two joints and resting in two bearings, one of which is at
the inner, and the other at the outer side of F; it is of such a length
that it reaches to the closure or bolt of the bridge, terminating in a
plate against the bolt and held by a strong spiral spring f. The other
end of the lever carries three springs l, j, l, at equal distances apart,
forming a sort of fork, the prongs of which are on a bar Չ well insu-
lated from the lever. The points of two other springs enter between
these springs, and are carried by insulator cups h, h, and so arranged a
that two of the lever springs always touch them; the contact surfaces
of the lever springs have small platina plates.
In the bridge porter's lodge & there is a battery of about ten elements,
and from this lodge a cable K of three wires passes under the permanent
way to the box L; one is in the lodge united to the main wire line
wherein the electro-magnet windings E, M, of a signál bell are inter-

page_text: posed; the two others are connected each to a pole of the battery. In
the box L the line wire is connected, to the iron cross bar q, and thus
also with the two outer springs; the two other wires are each connected
to one of the two springs h, h, carried by insulator cups, but so that the
positive pole of the battery is connected to that spring which is in
contact with the contact springs of the lever when the metal plate of its
arm projects furthest into the closure appliance of the bridge. The
lever is connected to earth.
When now the line current is closed by a train the approach of the
train will be announced in the bridge porter's lodge. If the bridge is
shut and bolted then the bolt b, r, has brought the lever back, the
contact spring of the lever (to earth) is against the negative pole of the
battery, and the spring of the arm q (line wire) is against the positive
pole; a positive current will consequently run through the electro-
magnet of the locomotive signalling "clear," but if the bridge is open
or not bolted the contacts are just opposite, a negative current passes
through the electro-magnet of the locomotive, and "stop" and bell
signal will be given. The upper surface of the box must be at the level
of the permanent way and consist of a well-fitting and locked cover.
In witness whereof, I, the said Jean Lucien Vispé, for myself
and on behalf of the said Adolf Fredrik Hugo Nisbeth, have
hereunto set my hand and seal, this Fourth day of November,
in the year of our Lord One thousand eight hundred and seventy-
five.