IMPROVEMENTS IN BRAKE AND SIGNALLING Apparatus on RaAILWAY TRAINS, PARTS OF WHICH INVENTION ARE AVAILABLE FOR OTHER PURPOSES
Year: 1875

page_text: LETTERS PATENT to Otho Glynn Bolitho, Captain of the 3rd Prince
of Wales' Dragoon Guards, and of Penalverne, Penzance, in the
County of Cornwall, for the Invention of "IMPROVEMENTS IN BRAKE
AND SIGNALLING Apparatus on RaAILWAY TRAINS, PARTS OF WHICH INVENTION
ARE AVAILABLE FOR OTHER PURPOSES.”
Sealed the 12th November 1875, and dated the 26th May 1875.
PROVISIONAL SPECIFICATION left by the said Otho Glynn Bolitho
at the Office of the Commissioners of Patents, with his Petition, on
the 26th May 1875.
I, OTHO GLYNN BOLITHO, Captain of the 3rd Prince of Wales'
Dragoon Guards, and of Penalverne, Penzance, in the County of
Cornwall, do hereby declare the nature of the said Invention for “In-
PROVEMENTS IN BRAKE AND SIGNALLING APPARATUS ON RAILWAY TRAINS, PARTS OF
WHICH INVENTION ARE AVAILABLE FOR OTHER PURPOSES," to be as follows :—
These improvements mostly refer to the apparatus described in my
former Specification, No. 592, in the year 1872, where fluid pressure or
vacuum is maintained in a continuous pipe throughout a train, for the

page_text: purpose of taking and holding the brake blocks off the wheels and for
signalling purposes.
Where fluid pressure in the continuous pipe is used the coupling at the
end of each flexible connecting pipo between the carriages has inserted
into its end a collar of some flexible material, such as india-rubber.
The pressure in the pipe keeps the collar tight in its scat, and at the
outer end of the collar there is a lip projecting inwards. When the pipo
of one carriage is coupled to that of another the lip of one coupling
will come in contact with that of the other. Pressure in the pipe will
force these lips more closely together and prevent leakage. The coupling
is held together by a spring clip on either half of the coupling, con-
sisting of a lever with a jaw which engages with a projection on the
other half of the coupling. Behind the centre of the lever is a spring
which keeps the jaw at the other end always down. To couple the pipes
up, the couplings being taken one in either hand, are grasped behind tho
centres of the spring clip levers, compressing the springs and opening
the jaws after bringing the coupling ends together; the hands are
released and the jaws close. The couplings at each end of the carriago
being exactly similar can always be connected no matter which end of
the carriage presents itself. This coupling admits of a certain amount
of flexibility, and may be used for coupling pipes of any kind together.
The above described spring clip is not essential for keeping the
coupling together; a male and female screw or other contrivance may bo
used in its place.
Where vacuum is used in the continuous pipe each coupling has a
collar made of some flexible material, such as india-rubber, attached at
their back ends to metal collars capable of sliding on the coupling, so
that the flexible material of either collar (one of them being only used at
a time) can slide over the line of joint. The pressure of the atmosphere
keeps the flexible material tight on the joint. A neck on the coupling
prevents the collar from coming right over the coupling. The joint is
kept together by spring clips (similar to those before described) carried
by the brass collars, their jaws engaging with projections on the brass
collar of the opposite coupling. This coupling may be used for
connecting pipes in which vacuum is maintained for any purpose.
Where I employ vacuum on both sides of the brake piston when the
brakes are off, the non-piston rod end of cylinder need only be connected

page_text: with continuous pipe, there being a valve in the brake piston which
closes and prevents air passing into the piston rod end of the cylinder
when the vacuum is destroyed in continuous pipe.
In place of maintaining the pressure or vacuum (as the case may be)
on both sides of the brake piston, as described in my former Patent, it
may be maintained on one side only of each of two brake pistons, whose
rods pull or push against one another either directly or through levers, one
cylinder being somewhat larger than the other, so that there will be an
excess of pressure in one direction causing the two pistons to move and
take the brakes off. By releasing the pressure or destroying the vacuum
in the big cylinder only (a valve preventing this in small cylinder), the
pistons will be moved in the other direction, and apply the brakes with
a force due to the pressure or vacuum in the smaller cylinder. Where
pressure or vacuum is used on side only of the brake piston, I fasten
some flexible material such as sacking, india-rubber, etc., all around the
edge of the open end of the cylinder, the other end of the flexible
material being closed and seized at a point on the piston rod. This with-
out interfering with motion of piston rod prevents dirt, etc., getting into
the cylinder.
I employ the steam which escapes from the blast pipe of the
locomotive, when it is running, to produce or maintain vacuum for
working brakes or for the purpose of signalling only, or for both.
Around the mouth of the blast pipe and extending above it I place a
mouth-piece which is closed at the bottom, there being an air space
between the two. The mouth-piece has a pipe connecting it with the
continuous pipes or chamber which has to be exhausted or are to be so
kept. As the steam rushes out of the blast pipe it forces and draws the
air out of the mouth-piece, causing air from the chamber or continuous
pipes to flow into mouth-piece. A valve in the pipe connected to the
mouth-piece prevents air flowing back to the chamber or continuous
pipes by way of the blast pipe.
To produce or maintain vacuum when the steam is shut off from
the engine, or when the blast is not sufficiently strong for that purpose,
I employ an ejector of the ordinary construction. By means of a self-
acting regulator the ejector is set to work when the vacuum in the
continuous pipes or chamber falls below a certain point. This regulator
consists of a vertical cylinder connected at its bottom by a pipe with

page_text: the continuous pipes or vacuum chamber. A piston in this cylinder is
connected to one end of a lever, whose other end is weighted so as to
cause the piston to rise, while the atmosphere (by reason of the vacuum
below) tends to force it down. The lever is connected to the cock,
which supplies steam to the ejector. When the vacuum falls the weight 6
preponderates, turns the lever, opens the cock, setting the ejector to
work.
In some cases I use the method shown in the Drawing hereunto
annexed for conveying the motion of the brake piston rod to the brake
block. Its object is to enable a small motion of the brake piston to 1
bring the brake blocks against the surface of the wheel when the brakes
are to be applied, while the pull or push of the brake piston rod is
considerably multiplied (say some 50 times) when the block is actually
being pressed against the wheel.
The motion of the shaft D (carried by the arms O, O, attached to the 1
bottom of carriage) is conveyed to the brake rods by means of tho
arms B, C. The shaft carries an arm A having a slot P at its end.
The arm carries a toggle joint I, G, H, whose arms E and F are con-
nected together at G, and are centered at I and H respectively, I being
a pin working in the slot P of the arm A. The brake piston rod is
connected to the pin G of the toggle joint; the arm E is connected by a
pin, on which it can turn to the block K armed with teeth. Immediately
opposite these teeth is a segment of a circle having D for its centre, and
armed with teeth, which when the brakes are off are just clear of the
teeth of the block K. S is a spring tending to draw the arms E and F :
of the toggle joint together.
When the piston rod moves in direction of arrow to bring the brake
blocks up to the wheels to apply the brakes it will (there being but
little resistance) hardly at all compress the spring S, and turns the
shaft D just as if it were directly attached to the arm A at the point L.
As soon as the brake blocks have been brought up to the wheels the
piston rod will compress the spring S, straighten the toggle joint (the
pin I rising in the slot P), and cause the teeth of the block K to engage
with the teeth of the segment. The spring (S) being further compressed
the toggle joint will extend in the other direction, compressing the
arm F, which is made to give, at the same time the arm E will turn on
the pin in the block K, and by means of the pin I force the arm A in

page_text: This arrangement may be used for other purposes besides railway
brakes, where but little power is required to bring the tool or substance
up to its work, and then considerable force required.
In some cases, passengers can signal to the driver or guards by
opening a cock or valve on the continuous pipe, I cause such pressure
only to escape or a vacuum to be lowered as to draw the attention of the
guards and driver without applying the brakes. This may be effected
by causing a spring piston arrangement to make a whistle sound or to
ring a bell, etc.
In some cases I use springs made of tubes of steel or other metal,
which acting similarly to the tube in a pressure gauge keep the brake
blocks off while the pressure or vacuum, as the case may be, is main-
tained in the continuous pipe with which they are connected, but force
the brake blocks against the wheels or rails when the pressure is reduced
or vacuum destroyed.
These spring tubes may be used to keep the brake blocks off when
there is neither pressure nor vacuum (or but little) in them.
In lieu of metal the tubes may be made of india-rubber, gutta percha,
or other flexible substance, through which the fluid used cannot
penetrate, surrounding a metal spring in form of a bar of any section.
These spring tubes may be connected either directly or through levers
to the brake block hangers, or to a cross head connecting the corre-
sponding brake hangers of a pair of wheels.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said Otho Glynn Bolitho in the Great Scal Patent
Office on the 26th November 1875.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, OTHO
GLYNN BOLITHO, Captain of the 3rd Prince of Wales' Dragoon Guards,
and of Penalverne, Penzance, in the County of Cornwall, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twenty-sixth 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 me, the said Otho Glynn Bolitho, Her special license that
I, the said Otho Glynn Bolitho, my executors, administrators, and
assigns, or such others as I, the said Otho Glynn Bolitho, my exe-
cutors, 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 "IMPROVE-
MENTS IN BRAKE AND SIGNALLING APPARATUS ON RAILWAY TRAINS, PARTS OF
WHICH INVENTION ARE AVAILABLE FOR OTHER PURPOSES," upon the condition
(amongst others) that I, the said Otho Glynn Bolitho, my executors or
administrators, by an instrument in writing under my, 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 I, the said Otho Glynn Bolitho, do hereby
declare the nature of the said Invention, and in what manner the same
is to be performed, to be particularly described and ascertained in and
by the following statement thereof, that is to say :—
These improvements mostly refer to the apparatus described in the
Specification of my former Patent, No. 592, in the year 1872, whero
fluid pressure or vacuum is maintained in a continuous pipe throughout
a train for the purpose of taking and holding the brake blocks off the
wheels, and for signalling purposes.

page_text: Where vacuum is used in the continuous pipe cach coupling has a
collar made of some flexible material, such as india-rubber, attached at
their back ends to metal collars capable of sliding on the coupling, so
that the flexible material of either collar (one of them being only used
at a time) can slide over the line of joint; the pressure of the atmosphere
keeps the flexible material tight on the joint; a neck on the coupling
prevents the collar from coming right over the coupling; the joint is
kept together by spring clips (similar to those before described) carried
by the brass collars, their jaws engaging with projections on the brass
collar of the opposite coupling. This coupling may be used for con-
necting pipes in which vacuum is maintained for any purpose.
Figure 3 shews a longitudinal section of a vacuum coupling con-
structed as above described. B, B, are the collars of india-rubber or
other flexible material attached to the metal collars C, C, which can
slide between the stops A' and D, the latter of which prevents the collar :
from coming right off; E, E, the spring clips pivotted on the collars
C, C, the jaw of each half coupling passing over the edge of the collars;
C, C, holds the joint together; F, F, is the line of joint. The stops
A', A¹, keep the coupling from shifting, the spring of the spring clip of
one half coupling resting against one, the collar C against the other at
the line of joint F, F. A shallow groove is made into which the
external pressure forces the flexible collar.
I claim as respects this part of my Invention the construction of
vacuum couplings, substantially as above decribed.
In railway break apparatus whero brake blocks are coupled either
directly or indirectly to the piston rod of a piston working in a cylinder,
and where the brake blocks are held away from the wheels when a
vacuum is formed on both sides of brako piston, I connect the non-piston
rod end only of the cylinder with the continuous pipe of the brake
apparatus, and place a valve in the piston which closes and prevents air 3
passing into the piston rod end of cylinder when the vacuum is destroyed
in the continuous pipe. The brakes will thus be applied whenever the
vacuum is destroyed in the continuous pipe, and will be withdrawn
when air is again exhausted from this pipe.
I claim as respects this part of my Invention the application of a 3
valve in the brake pistons of vacuum brake apparatus, substantially as

page_text: above described, to prevent air passing to the piston rod end of cylinder
when the vacuum is destroyed in the continuous pipe.
In place of maintaining the pressure or vacuum (as the case may be)
on both sides of the brake piston, as described in my former Patent,
it may be maintained on one side only of each of two brake pistons,
whose rods pull or push against one another either directly or through
levers, one cylinder being somewhat larger than the other, so that there
will be an excess of pressure in one direction, causing the two pistons
.to move and take the brakes off. By releasing the pressure or
› destroying the vacuum in the big cylinder only (a valve preventing
this in small cylinder) the pistons will be moved in the other direction,
and apply the brakes with a force due to the pressure or vacuum in the
smaller cylinder.
Figure 4 shows a waggon fitted with two cylinders whose pistons pull
5 one against the other, while there is a vacuum maintained in continuous
pipe and thus keep the brakes off.
The main object of maintaining this pressure or vacuum while the
brakes are off is to enable each carriage to self apply its brakes; keeping
the brakes off by the pressure or vacuum is a subsidiary object. A, the
O larger cylinder which the pipe B always keeps in communication with
the continuous pipe C, C; D, the smaller cylinder communicating with
the continuous pipe by the pipe E; F, the valve preventing air flowing
from continuous pipe into smaller cylinder. When there is vacuum
in the continuous pipe and in both cylinders the larger piston A will
5 be forced in by the atmosphere acting on open end, pulling out the
smaller piston and taking the brakes off. On vacuum being destroyed
in continuous pipe it will be destroyed also in larger cylinder, the
valve F preventing this in small cylinder, smaller piston will be forced
in and brakes applied.
The arrangement of levers shewn in the Figure above described for
transmitting movement to the brake blocks is herein-after more fully
'described. When pressure of fluid is maintained in the continuous
pipe while the brakes are off, the cylinder marked A would be the
smaller, and D the larger one. The valve F which would be on the
5 smaller cylinder prevents pressure, derived from the elasticity of the
fluid, or-from-on-air-vessel-in-connection with smaller-cylinder,-from-
flowing back into the continuous pipe,
.

page_text: In place of the cylinders being of different sizes they may be of same
size, one piston acting at a greater leverage than other will force one
piston in and the other out.
Figures 5 and 6 show another arrangement by which the movement
of the pistons may be transferred to the brake blocks. A is a cross
head on the piston rod passing out through the sides of the sheet iron
cylinder B, the rods or levers for actuating the brakes being attached
at its end C, C. The sheet iron cylinder B fits loosely over the large
cylinder, and also over a lip on the small cylinder; it is carried
forward and backward by the cross head A as the pistons move, but
never uncovering the mouths of the cylinders prevents dust and dirt
entering them.
Instead of the small and large cylinders being separated from one
another, as shewn in the Drawings (Figures 5 and 6), the small
cylinder might be made to debouch directly into the large one. The
cross head would then pass out through a slot cut in either cylinder,
a sliding piece being attached to the cross head to always keep the slot
covered.
What I claim as respects this part of my Invention is the con-
struction of vacuum or pressure brake apparatus, substantially as above
described, with the pressure or vacuum acting on one side only of
two separate pistons of different areas whose rods push or pull against
one another. I employ the steam which escapes from the blast pipe
of the locomotive when it is running to produce or maintain vacuum
for working brakes, or for the purpose of signalling only, or for both.
Around the mouth of the blast pipe and extending above it I place a
mouth-piece which is closed at the bottom, there being an air space
between the two; the mouth-piece has a pipe connecting it with the con-
tinuous pipe or chamber which has to be exhausted, or has to be so kept.
As the steam rushes out of the blast pipe it forces and draws the air out
of the mouth-piccc, causing air from the chamber or continuous pipes
to flow into mouth-piece. A valve in the pipe connected to the mouth-
piece prevents air flowing back to the chamber or continuous pipes by
way of the blast pipe. In place of the mouth-piece surrounding the
blast pipe it might, if desired, be placed within and terminate below it.
Figures 7 and 7* shew the arrangement above described. A is the
blast pipe with a mouth-piece B, capable of being raised or lowered and

page_text: held in position by the tightening screw O passing througn a slot in the
blast pipe to allow of the vertical adjustment; D is the mouth-piece
fitting over the mouth-piece of the blast pipe, there being an air space
between them but fitting close to the blast pipe at the bottom G; E, E,
the pipe connecting the mouth-piece D with the continuous pipes or
chamber which has to be exhausted or are to be so kept; F, a valve
closing downwards, preventing air flowing back to chamber or con-
tinuous pipes.
I claim as respects this part of my Invention combining with the
blast pipe of a locomotive a mouth-piece D in connection with the con-
tinuous pipe (or chamber which has to be exhausted) of the brake or
signal apparatus of railway trains.
I will now describe my improved methods of conveying force to the
brake blocks. In each arrangement the object is to enable a small
motion of a piston or other rod to bring the brake blocks against the
wheels when the brakes are to be applied while the pull or push of the
rod is considerably multiplied when the blocks are actually being pressed
against the wheels.
One arrangement is shown at Figures 4, 8, and 9. Figure 4 is a lon-
gitudinal elevation of carriage in section shewing the brakes being
applied; Figure 8 shews relative position of parts when the brakes are
off; Figure 9 shows relative position of parts when the brakes are on. G
is the rod by which the power is transmitted to the brake levers; H, the
brake shaft; I, I, the brake rods. The lever K is attached to the brake
; shaft H; it has in it a slot L; the lever N has attached to it a pin O
sliding in the slot L. P is a block armed with teeth on its upper
surface capable of sliding along the curved slot Q as long as it rests on
the lower surface of slot, it is attached by a pin to the lever N; R is a
pin on the rod G; S is a slot on the lever N through which the pin R
) passes; X, a bow spring attached at one end to the pin O, at the other
to the pin B, keeping the pin O at the bottom of the slot L and the
block P disengaged from the teeth of the curved slot Q when the brakes
are off.
When the rod G moves in direction of arrow to apply the brakes the
5 lever N forces the bow spring against a stud Y on the lever K, and the
tension of the bow spring X being greater than the resistance of turning
the brake shaft H and bringing the brake blocks up to the wheels the

page_text: lever N will not alter its relative position to the lever K, but acting as
if it were rigidly attached to it will cause the lever K to turn the brake
shaft H, bringing the brake blocks up to the tyres of the wheels with
but little or it may be no gain of power over the thrust of the rod G,
the block P sliding along the slot Q. The lever K can now be moved
no further (its position is shewn in Figure 9), consequently the bow
spring X will be straightened by being forced against the stud Y, raising
the pin O in the slot L, and engaging the teeth of the block P with the
teeth on the upper surface of the slot Q, preventing the block P from
moving, so that the lever N will turn on the pin in the block P and 1
by means of the pin O push the lever K, pressing tho brake blocks
against the wheels with a multiplied force of

page_text: substance has been brought up to its work, or where the resistance is
variable.
I claim as respects this part of my Invention the combined arrange-
ment of apparatus for applying brake blocks, and which is also applicable
for other purposes, as above described.
In some cases, where passengers can signal to the driver or guards by
opening a cock or valve on the continuous pipe I cause such pressure
only to escape or vacuum to be lowered as to draw the attention of the
guards and driver without applying the brakes. This I effect as follows:
-I arrange the apparatus in such manner that a little fluid pressure or
vacuum is maintained in the continuous pipe when the brakes are off,
and that by slightly lowering this pressure or vacuum a-signal may be
given to the guard or driver without applying the brakes, whilst by still
further lowering the pressure or vacuum the brakes may be applied.
Any suitable arrangement of apparatus may be used in the guard's van
or on the engine for causing the diminution of pressure in the continuous
pipe to give a warning to the guard or driver.
I will first describe the arrangement used where a little pressure is
maintained in the continuous pipe, and a higher pressure used to apply
the brakes.
On the locomotive, its tender, or carriago, where the apparatus for
producing the fluid pressure or exhaustion is situated I place the spring
piston shewn in Figure 11. The normal little pressure maintained in
the continuous pipe acting on the piston keeps the spring A compressed,
and the cock B closed. This cock admits the pressure from the reservoir
to the continuous pipe. When the little pressure in the continuous pipe
falls by leakage the spring forces down the piston and rod, which moves
in a guide D, the pin C on the rod which engages in a fork on the cock
lever, causing the cock to be turned and pressure to flow into the
continuous pipe. As soon as the pressure has been restored the piston
will be forced back and the cock closed, but if the little pressure falls
very fast the pin O will force the cock lever down so far that the pin
becomes disengaged from the upper arm of the fork, which is shorter
than the lower one, and on the pressure rising in the continuous pipe
the pin C will rise without closing the cock, and the brakes will be
applied. When a little pressure is maintained in the continuous pipe
while the brakes are off, and the brakes are applied by exhausting the
continuous pipe, the cock B is made to close with a spring (not shown)

page_text: of each stop-cock is a valve H fitting loosely on its lower seat; the fluid
passing from L escapes around it not having sufficient power to lift it
against its upper seating. When however the pressure in the pipe is
increased the higher pressure lifts the valve and prevents all escape.
At Figure 13 the valve is shewn to be spherical, it might however be
replaced by valves of other form, as for example by that shewn in
Figure 16. The spherical form of valve can only be used when the brakes
are applied by pressure.
j
M, Figure 14, is a ring attached to the framing of carriage sufficiently
large to allow the pipe N to be drawn through it but not the
coupling, thus keeping the coupling off the ground when it is discon-
nected and the cock lever is at its lowest point.
:
When a carriage accidentially separates from the train the tension of
coupling will first draw the pipe N, N, out through the ring, lifting the
cock lever off the toe c;. on the pipe coupling becoming disconnected
the weight A will cause the cock lever to fall, and there being a certain
amount of spring in the cock lever which the head of the toe had kept
in tension it will pass clear of the toe, close the cock which turns in the
direction of the arrow in Figure 13, so as to prevent the escape of fluid
from the continuous pipes of both carriages, at the same time the cock
opens a communication between the valve chamber D, and the con-
tinuous pipe, the passage F in the plug of the cock being sufficiently
large to permit the two passages G and E to debouch into it, at the same
time the little pressure or vacuum being thus destroyed the higher
pressure will be admitted to continuous pipe, the valve H will thus be
lifted and the pressure prevented from escaping.
Figure 16 shews form of valve I prefer to use with the stop-cock; it
fits tight either against its upper seating or lower one, and is ordinarly
held by the spiral spring midway between the two, so that the little
pressure or vacuum can escape around it while. the greater pressure or
greater vacuum forces it against its upper or lower seating.
. I claim as respects this part of my Invention,―
First. The construction of break apparatus, substantially as described
by which a passenger can signal to the guard or driver by somewhat
decreasing the pressure or vacuum in the continuous pipe without

page_text: Second. The construction of brake apparatus in such manner that a
slight vacuum is maintained in the continuous pipe when the brakes are
off, and that the brakes are applied either by an increased vacuum or by
pressure, substantially as described.
Third. The construction of brake apparatus in such manner that a 5
slight pressure is maintained in the continuous pipe when the brakes
are off, and that the brakes are applied either by an increased pressure
or by vacuum, substantially as described.
In some cases I use springs made of tubes or chambers of steel or
other metal, which acting similarly to the tube in a pressure gauge keep 1
the brake blocks off, while the pressure or vacuum as the case may be is
maintained in the continuous pipe with which they are connected, but
force the brake blocks against the wheels or rails when the pressure is
reduced or vacuum destroyed.
"
These spring tubes may be used to keep the brake blocks off when 18
there is neither pressure nor vacuum (or but little) in them.
In lieu of metal the tubes may be made of india-rubber, gutta porcha,
or other flexible substance through which the fluid used cannot penetrate
surrounding a metal spring in form of a bar or of other shape.
These spring tubes may be connected either directly or through lovers 20
to the brake block, hangers, or to a cross head connecting the corres-
ponding brake hangers of a pair of wheels.
The Drawing Figure 17 shews an arrangement of the kind above
described. The nature of its several parts are marked upon the Drawing
from which its action will be well understood, so that it is unnecessary 25
to give any further description of it.
I claim the arrangement of brake apparatus, substantially as above
described and illustrated in the Figure 17.
In witness whereof, I, the said Otho Glynn Bolitho, have here-
unto set my hand and seal, this Twenty-second day of November, 30
in the year of our Lord One thousand cight hundred and seventy-