A NEW MODE OR NEW MODES OF PROPELLING CARRIAGES ALONG RAILWAYS
Year: 1846

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
NAIRNE, of Millhaugh, in the County of Perth, North Britain, Flax Spinner,
send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent under the Great Seal of Great Britain, bearing date at
Westminster, the Eleventh day of March, One thousand eight hundred and
forty-six, in the ninth year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto me, the said William Nairne, my exors, admors,
and assigns, Her especial license, full power, sole privilege and authority, that
I, the said William Nairne, my exors, admors, and assigns, or such others
as I, the said William Nairne, my exors, adñiors, or assigns, should at any
time agree with, and no others, from time to time and at all times there-
after during the term of years therein mentioned, should and lawfully might
use, exercise, and vend, within that part of Her said Majesty's United King-
dom of Great Britain and Ireland called England, Her Dominion of Wales,
and Town of Berwick-upon-Tweed, and also in all Her said Majesty's
Colonies and Plantations abroad, my Invention of "A NEW MODE OR NEW
MODES OF PROPELLING CARRIAGES ALONG RAILWAYS;" in which said Letters Patent
there is contained a proviso that I, the said William Nairne, shall particularly
describe and ascertain the nature of my said Invention, and in what manner.
the same is to be performed, by an instrument in writing under my hand,
and seal, and cause the same to be enrolled in Her said Majesty's High Court

page_text: of Chancery within six calendar months next and immediately after the date
of the said in part recited Letters Patent, as in and by the same, reference
being thereunto had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, I, the said
William Nairne, do hereby declare that the nature of my Invention, and
the manner in which the same is to be performed, is particularly described
and ascertained in and by the following statement thereof, reference being
had to the figures and letters therein contained; and to the Drawings here-
unto annexed, that is to say:-
My Invention consists in applying the power of fixed steam engines or
other power to propel carriages along railways by means of wheels and pullies
placed at short distances along the line, so as to bite and draw through
between them, by means of pressure, a piece of wood or other suitable substance,
which I herein-after call a keel, attached to the train, which keel the wheels
and pullies pull through in a manner similar to a flat bar of iron in the act of
being rolled.
But in order that my Invention may be more clearly understood, I shall
first describe the manner or manners of using the same, although in such
description I shall be obliged partially to describe a considerable number of
things to the Invention of which I lay no claim. Secondly, I shall state
some of the advantages I expect to gain by the use of my Invention. Thirdly,
I shall describe the Drawings hereto annexed for the purpose of making my
Invention still more clearly understood, and I shall state distinctly what part
or parts I claim as my Invention.
Firstly, I lay along a line of railway in the middle of the space between
the up and the down line, or other convenient place along the line, a
close pipe jointed air-tight, similar to a pipe laid under a street for the
transmission of gas; then at the distance of, say ten miles, or other convenient
distance from each other, I place steam or other engines, or, in places where
more easily obtained, I use water power. Those engines or water wheels are
émployed to exhaust the air partially out of the aforesaid pipe, and by their
constant operation to maintain at all times a partial vacuum therein. Above
or near this pipe, and at the distance generally of from one hundred to one
hundred and twenty yards, less or more, from each other, I fix or lay on one
side cylinders bored and fitted with pistons and valves similar to those of a
steam engine. The eduction pipes of said cylinders form open passages into
the partially exhausted pipe, and when by means of opening valves the
external air is permitted to enter at either end of the pistons in the said
cylinders the pistons are put in motion in the same manner as if steam were

page_text: admitted. Each of these cylinders and pistons, which I call propelling
engines, gives motion to a wheel, the centre of which is in the middle of the
space between the up and down lines, and the edge or hem reaches to within
nearly an inch and a half, less or more, of half the distance between the rails.
At the under side of each wheel there is a flange, the diameter of which is
such as reaches to the middle of the line on each side. The upper side of
these wheels is as far under the upper surface of the rails as allows the
framing passing over them to be of such strength as to supply the place of the
rails above the wheels. These wheels are without any teeth, only they may
be gently fluted or nirled, similar to the fluting or nirling on the edge of a'
shilling; but what I prefer is, to turn the hem of the wheels with a triangular
pointed tool, and give such tool a progression of about one sixteenth of an incli
for every revolution of the wheel, so that when finished, the hem of the wheel
will be a screw of about sixteen threads to the inch. My reason for preferring
this mode is because of the ease with which it it done; and although its bite
or hold is not so great with the same pressure as the cross fluting or nirling;
yet by encreasing the pressure its bite is quite sufficient, and it is much easier
on the wood which is pulled through than when the fluting crosses the grain
of said wood. Opposite the centre of each of these wheels, or at the extreme
ends of their cross diameter, and generally both on the up and down side of
the railway, I place a pully or smaller wheel, the hem of which is in every
respect the same as the hem of the large wheel, only it may be turned smooth.
These pullies are placed in forks on the ends of levers, which levers move on
fulcrums near to the hems of the pullies, and by the action of weights or
springs at the far ends of the levers, the pullies are pressed against the hem
of the large wheel, so that the flanges at the under sides of both wheel and
pullies are in contact, and when motion is given to the wheel the pullies move
with it, and in this position there is an open space of nearly two and a half
inches, less or more, between the broad parts of the hems of the wheel'
and pullies, but when a body greater than fills that space is drawn in
between the wheel and pully, the pully yields back, and, becoming clear of
the flange at the under side of the wheel, throws the whole pressure upon the
body between them, which body is thereby pulled through by the motion of
the wheel, as a bar of iron is pulled through rollers, only iron rollers are'
generally placed above each other, and the bar passes through on flat or flat
ways, while here the wheel and pullies are placed in the same plane, and the
body between them is pulled through on edge or edgeways. This body, which
comes in between the wheels and pullies, I call a keel. It is made of wood
or other suitable substance, and jointed together in lengths of from eighteen

page_text: to twenty-four, feet each, more or less, as required, these joints being so
constructed as to allow it to bend to curves and inclines. It is hung under
the train or carriage in such a manner as to be at all times perpendicular to
the axles of the carriage, and right in the middle between the rails, but at the
same time capable of yielding to either side, so as to accommodate itself to
any oscillation the carriage may make between the rails, and immediately
resuming its central position when the cause of its yielding is removed. The
whole length of the keel may be generally from eighty to ninety feet less than
the distance between the propelling wheels, allowing the train to pass over
that distance by its own momentum; only at or near stations the propelling
wheels are placed nearer each other, the distance between them being
gradually encreased, so as to be at the proper distance when the train has
acquired its proper velocity. The extreme ends of the keel-are gently tapered
or wedge shaped on the sides next the pressing pullies, so as to allow it to
enter freely between the propelling wheels and pressing pullies. I have said
the extreme ends, as it is not intended to turn the train or carriage at the
ends of the line, but to pass it off the up to the down line, and vice versa, by
side rails, allowing the end which was first on the up line to be last on the
down line. I have farther used the words train or carriage instead of the
words train or carriages, because where my Invention is used without
connection with lines on which locomotives are used the train may in one
sense be all one carriage, as shown on the Drawing; but, if circumstances
require it, the propelling, or what I call the skeleton carriage, may be used
solely for the purpose of carrying the conductor of the train and the keel,
while the passenger or goods carriages may be attached behind, as where the
locomotive is used; or a few carriages may be made as part of the skeleton
carriage, and a few attached behind as occasion requires. Instead of
propelling engines to each wheel there may be only one engine to a number
of wheels, and the motion conveyed to the wheels between such engines by
shafts; and instead of these engines being driven by partially exhausting a
pipe, they may be steam engines, and, where an engine is used to each wheel,
there may be a steam pipe between end and end of the line, cased in any bad
conductor of heat, and covered with a bad radiator; and such pipe may be
supplied by small boilers placed along the line within convenient distances of
each other, while the various propelling engines would be put in motion by
steam from the pipe, which would then serve the purpose of a common
reservoir of steam throughout the line.
The mode of opening and shutting the valves, to start and stop the
propelling engines, will be best described by a reference to the Drawings.

page_text: To give sufficient depth for the keel and propelling wheels, I use lateral
sleepers, upon which the rails are laid, but the cross sleepers need not be so
close together as when no lateral sleepers are used, and the filling up of the
way would require to be kept a little below the under side of the lateral
sleepers, to allow of water or melting snow running off the line. To secure
from dust, &c. I also cover in the propelling engines, and the propelling wheels
and pullies would also require to be all covered, save a space to allow the free
passage of the keel; for, although in the event of snow the keel would
generally clear a way for itself, a quantity of snow among the arms of the
wheels and pullies would be a serious evil. Instead of arms, the wheels and
pullies might have webs, so that they would have the appearance of solid
circular plates, but this would add considerably to their weight, and it is of
importance to have them as light' as possible, in order that they may the more
suddenly acquire the necessary velocity after being started.
Second, some of the advantages I expect from the use of my Invention are
as follows: In dispensing with the use of the locomotive engine I save the
power necessary to propel it and its tender, while the fuel required for fixed
engines is much cheaper than that required for locomotives, and the expence
of tear and wear is greatly reduced, for, notwithstanding the number of pro-
pelling engines, the very small quantity of work which each has to perform
will render them more durable and more easily kept in repair than even the
rails themselves, and although, at the rate of sixteen propelling engines to a
mile, their construction is so simple that the whole upper works of a railway,
including the fixed engines, will be considerably less than where locomotives
are used, while, without any assisting power farther than encreasing the
number or size of the propelling engines, inclines which ordinary locomotives
cannot work will be easily overcome, and that too without any great sacrifice
of power,
for except when the incline is such as requires the breaks put on to
prevent too rapid motion on the descending side, the extra power required to
ascend will be again saved in descending. Farther, from the nature of the
propelling machinery collision is impossible, and the chances of the train
coming off the rails almost, if not altogether, removed. Besides, without any
extra expence, save the wages of a conductor, I can start small trains at very
short intervals of time, by which means the public will be better accom-
modated and the danger arising from very heavy trains altogether removed;
and farther, by keeping a skeleton carriage at every station, I can at any
time, in less than ten minutes' warning, start an express from any part of the
line. I also avoid the danger arising from sparks, &c. from the engine, and
from having no carriage exceeding the third. part. of the weight of a locomotive,

page_text: rails much lighter and much less expensive will answer the purpose, and
when wheels such as I have shown in Figure Thirteen of the Drawing
hereto annexed are used, where there would be no slipping, wooden rails may
answer the purpose in some respects better than iron. The advantages I gain
over Messrs. Clegg and Samuda's atmospheric are: I work a double line of
rails with the same machinery; I keep the fixed steam engines in constant
action while the line is being wrought; I require no stopping to wait for
exhausting the pipe; instead of a piston moving through an unbored pipe at
a velocity of from thirty to forty miles an hour, and the leakage consequent
upon a valve pervading the whole length of the pipe, besides the leakage
past the travelling piston, I have only the friction and leakage of a well-
fitted piston moving in a smoothly bored cylinder at a velocity of about six
miles an hour.
I shall now describe the Drawings hereto annexed. The same letters refer
to the same things in all the Figures.
Figure First is a ground plan of a portion of a double line of railway.
Figure Second is an elevation or side view of Figure First with the nearest
rail removed; and from a to 6 both the nearest rails are removed, in order to.
show more clearly the position of one of the propelling engines.
Figure Third is an end view of Figure First.
Figure Fourth is a cross section by the dotted line d on Figure First.
Figure Fifth is a ground plan of part of the skeleton carriage.
Figure Sixth is an elevation or side view of Figure Fifth, with the nearest
beam and carriage wheels off, in order to show more clearly the method of
banging the keel to the carriage.
Figure Seventh is a ground plan of several parts of the keel.
Figure Eighth is an elevation or side view of Figure Seventh.
Figure Ninth is a side view of a lever for opening the air valve A of the
propelling engine (Figures First, Second, and Third).
Figure Tenth is a side view of a lever for shutting the air valve.
Figure Eleventh shows one of the cross bars by which the keel is attached to
the skeleton carriage.
Figure Twelfth is an elevation on a small scale of a skeleton carriage, with the
engineers' or conductors' and guards carriages at the extreme ends, and five
passenger carriages in the middle. This Figure is merely intended to mark
the position of the various parts shown by the other Figures.
B, B, B (Figures First, Second, Third, and Fourth), shows one of the pro-
pelling wheels, which is moved by the motion of the piston in the cylinder C.
The eduction passage opens into the partially exhausted pipe D, and the slide

page_text: valve on the cylinder establishes a communication through the eduction passage
alternately with either end of the cylinder, in the same way as the slide valve
of a steam engine establishes a communication with the condenser. E; E, are
pullies made in the outer rims similar to the outer rim of the propelling wheel,
and placed on pins so as to revolve freely in the forks F, F. These forks
move freely on the fulcrum pins G, G, and by means of the levers H, H, and
the springs I, I, the pullies are pressed to the wheel, and when the keel is not
between them the flanges at the under side of the wheel and pullies meet as
at e (Figure First), leaving an open space between the broad parts of the wheel
and pullies; and in this position the springs are only in partial action, so as to
give the pullies such a pressure against the wheel as cause them move
together. But when the keel comes into the open space, it being just of such
a thickness at the extreme ends as fills that space, and becoming gradually
thicker for ten or twenty feet back, by the time its full thickness is in between the
wheel and pully the springs are in full action, and the keel receiving the whole
pressure has such a bite or nip given to it as pulls it through. The left-hand
side of Figure Third shows the keel in between the wheel and pressing pully,.
and the right-hand side shows the position of the pully when the keel is out.
In Figures Fifth, Sixth, Seventh, and Eighth, K, K, K, are portions of the
keel; the right-hand portion differs one half inch in thickness less or more from.
to r, and when the keel and skeleton carriage are complete, the extreme
portion at the other end is made in the same way. Each end of each piece
of the keel is bolted to the straps L, L, L. These straps are flat and of the
same breadth as the thickness of the keel, but at the upper ends they become.
round and are passed through the bridges M, M, M, not so. as to be tight in
these bridges, but so as to allow of the keel bending at them, either vertically
or sideways, so as to accommodate itself to curves and inclines. The tops of
these straps are passed through washers above the bridges, and have nuts first
screwed and then riveted to prevent them from coming off. The straps at the
extreme ends, as at s (Figure Eighth), are not passed through bridges, because
the keel can require no bending there, and should it be thought necessary to.
make the skeleton carriage to come asunder into several parts the keel at the
separating parts may be hung with flat hooks, the one made to embrace the
other, as shown at Figure Fourteenth. The bridges M, M, M, and the
washers above them are made of the same breadth as the straps, so that all of
them may fill the space between the plates N, N, N.
Those plates are.
.
bored so as to slide freely on the bars passing through them, as shown at
Figure Eleventh, and the faces of the plates are turned so as to be at right.
angles to the bars; in order that the keel may at all times hang perpendicular.

page_text: to the axles of the carriage. The spiral springs, nuts, and washers 0, 0, 0,
are for adjusting the keel, so as it may hang exactly in the middle between
the rails, and at the same time be capable of yielding to either side, and
immediately resuming its central position when the cause of its yielding is
withdrawn. The keel, so far as side yielding is concerned, might be fixed, but
the tendency of the carriage to oscillate between the rails would, with a keel
not capable of yielding from side to side, throw the strain occasionally on the
pressing pullies, and thus render the bite less certain. The shaft P, P, P,
passes from end to end of the skeleton carriage, and its several lengths are
so coupled as to allow it to bend to curves and inclines, and from the pullies
Q, Q, Q, fixed on the said shaft flexible or leather straps descend, the lower
ends of which are fixed to the upper edge of the keel, so that when the shaft
P, P, P, revolves, the keel is lifted up clear of the propelling wheels, and as
this operation, when required, must be performed when the keel is clear of the
bite, which it will be once every hundred and twenty yards less or more,
except when newly started, or when ascending inclines on which an extra
number of propelling engines is required, the drum R is made fast on one
of the carriage axles and the pullies S, one of them slack and another fast on
the shaft T. The belt U runs constantly on the slack pully, except when the
keel is in the act of being lifted up. The lever V has a fork at one end-
which embraces the belt U, and at the other end it moves freely from side
to side on the stud W, and on the lower end of this stud it may move verti-
cally, consequently when allowed to fall and occupy the position shown in
the Drawing as it passes the first propelling wheel, after being let fall,
the hem of the wheel pushes it to one side, which puts the belt U on
the fast pulley S, which causes the shaft T to revolve. On this shaft
is fixed a worm or endless screw, which by working into a wheel on
shaft P, P, P, causes it to revolve and lift up the keel. The keel in the
act of rising operates on the forked lever V, and returns the belt to the slack
As this
pully, when the keel has been raised to the proper height.
operation has to be performed during the time the carriage is passing over the
distance of, say, eighty feet, while the keel has only to rise, say, nine inches,
there can be no want of mechanical advantage to perform it with ease and
certainty. It must be kept in view that there is an apparatus at each end of
the skeleton carriage for lifting the keel. As it is only the apparatus which
for the time is at the back end of the carriage that can be required for lifting
the keel before starting, the worm wheel on the foremost end of the shaft
P, P, P, (which, as well as the wheel on the other end slides on a feather) is
slid out of gear of the worm which drives it, and if thought proper the belt

page_text: U at the fore end may also be cast until the carriage is again ready to return
in an opposite direction. This double set of apparatus for giving motion to
the shaft P, P, P, which lifts the keel, is rendered necessary by its not being
intended to turn the carriage at the extreme ends of the line, but to pass it
off the one side upon the other by side rails. If the forked lever V is to be
let fall when required by the conductor of the train, he may do it by letting go
a cord or wire, represented by a red line on Figure Sixth, and in case of need
the conductor should always have this in his power, but in general the guard
or breaksman seated in the backmost carriage should attend to this, and as the
apparatus in operation for the time is beside him. When the keel requires
to be lowered again without stopping the train, as will generally be the case
when it has been lifted to effect a crossing, the guard or breaksman gives the
fast pully on the shaft T a push to set it in motion the reverse way, which, by
relieving the worm or endless screw in the wheel, allows the keel to descend
by its own weight. At each side of a level crossing of a road or railway therè
is a roller laid horizontal and at right angles to the keel. The upper surface
of this roller is a little above the surface of the road or railway to be crossed,
and its use is to prevent danger in the event of the possibility of any neglect
in lifting the keel. The bell crank X, with the toothed segment at the long
or upper arm, is wrought by the conductor of the train turning the handle Y,
which, by turning the shaft with the worm on it working in the toothed
segment, either raises or lowers the pin Z. And here again it must be kept
in view that there is a similar apparatus on the reverse sides at each end of
the carriage. The pin Z, which is for the time at the fore end of the carriage,
slides over one of the levers, as shown at Figure Ninth, which lever is thereby
pressed down to the dotted line g, which pulls the rod or wire h in the
direction of the arrow; which motion opens the air valve A (Figures First,
Second, and Third), and thereby starts the propelling engine. The spring i
(Figure Ninth) causes the lever to resume its original position as soon as the
pin Z has left it, and the spiral spring k (Figures First and Second) pulls back
the rod to its original position, and allows the strap or chain to hang slack, until,
by a similar operation by means of a fixed pin at or near the back end of the
carriage, the lever shown at Figure Tenth is pressed down, and the air valve shut,
whereby the propelling engine is again stopped, and the rod or wire m being
returned to its original position, the chains or straps n, n, are left hanging slack
and ready for allowing the air valve to be opened by the next passing train; and
as there is gearing for opening and shutting the air valves on both the up and
down sides of the line, it is a matter of no consequence upon which side the
next train passes. The ball O (Figures First and Second) shows another mode

page_text: of causing the valve levers resume their original position, but I prefer the springs.
On the descending side of such inclines as will give sufficient speed by the
force of gravity there is no apparatus for opening and shutting the air valves,
and no pressing pullies, and at such places the propelling wheels are made a
little smaller in diameter, and placed as mucli to one side as brings their hems
on the ascending side to the proper position, but on the descending side
the keel passes without touching them. On less steep inclines one wheel
out of every two, or one out of every three, as the case may be, can be made
in the same way, so that the keel may not touch them; and at stations the
same regulations may be observed on the approaching side as on the descend-
ing sides of inclines, and also at crossings, say, two wheels on the approaching
side should want pressing pullies and air-valve gearing, so as to compel
slowering the speed; and the same rule should be observed at sharp curves,
particularly where such curves are also embankments.
Mode of Working. Supposing the pipe D to be partially exhausted by the
working of the fixed steam engines; these engines are allowed to work
constantly during such a portion of the day or day and night as the line is
wrought, and the most economical mode of working a line, as well as the
most serviceable to the public, will be as nearly as possible to proportion the
size or weight of the trains to the quantity of work required to be done, so as
if possible always throughout the working day to keep at least one train on
the line at a time, and if the constant running of one train be not sufficient to
perform the work required, as far as possible two trains should be kept con-
stantly on the line at a time, and so on, always observing to avoid sometimes
having no trains going and at other times an extra number. For these
reasons, in laying down a new line the pipe. D should be of sufficient size,
and the number of the fixed steam engines along the line can then be
encreased as the work encreases. When a train is to be started the keel
is entered between the first propelling wheel and pressing pully. The pro-
pelling engine is then started. The train moves off till at the proper point for
opening the air valve of the next propelling engine, which point will be ascer
tained either by experiment or by the common rule for finding the time in
which a body in given circumstances will acquire a given velocity, as eacli
propelling wheel would require to be moving at a velocity nearly equal to the
train when the keel enters between it and its pressing pully; and a little before
the keel leaves a wheel the air valve of that engine should be shut. Should
the speed at any time become too great the conductor lifts up partially the
pin Z, by turning the handle Y, which then only opens the valves partially,
and thereby slowers the motion of the propelling engines. When the keel is

page_text: Inted for stopping, the pin which opens the air valves should be lifted at the
same time by the conductor turning the handle Y.
:
Figure Thirteenth shows a section of a pair of wheels made perfectly
cylindrical in the rim, and so fitted up as to turn independently of each other,
while they are as steady and have no more friction on the journals than if both
wheels were fast on the same axle. The wheel on the left-hand side of the
Figure is made fast in the ordinary way upon the malleable iron axle tinged
red. The right-hand wheel is made fast on the cast-iron pipe tinged blue,
which pipe is cast with slight breaks in its core at p, p, and bored so as to fit
the malleable iron axle at these bearings. The left-hand end of the pipe comes
against the nave of the left-hand wheel, and the right-hand end comes against
the brass in which the journal revolves. Thus, where the railway is straight
both wheels move as if fast on one axle, and only when in consequence of a
curve one wheel requires to go faster than the other is there any motion of the
pipe upon the axle. It will be seen that by this arrangement the strength of
the axle is not reduced. All tortion is removed, and the journals on which
the carriage rests may be made the same as when both wheels are fast, and
compelled to make the same number of turns in the same time. As by the
use of such wheels there would be no slipping on the rails while the rim of the
wheel would bear on the whole breadth of the rails, well-selected hard wood
laid on the top of the lateral sleepers might answer the purpose as well and in
some respects even better than iron rails.
Having now described the nature of my said Invention, and the manner
in which the same is to be performed, I would have it to be understood that
I do not confine myself to the precise details herein described, so long as the
peculiar character of my said Invention be retained. Although, for the better
understanding of my Invention, and the mode or modes of using the same, I
have described less or more most of the things connected with it, I do not
claim any mode or modes of obtaining and transmitting the power, or of
making the propelling engines, or the mode or modes of constructing the
rails, neither do I lay claim to the particular wheels and axle described in
Figure 13. But what I claim is,―
First, the mode of applying the power for giving motion to a carriage or
train of carriages, by causing a keel, as herein-before described, to be drawn
through between suitable wheels and pullies or between suitable wheels, from
which the bite or pressure required for the traction is obtained.
Secondly, I claim the application of a keel, as herein-before described, to a
carriage or train of carriages, in conjunction with suitable wheels and pullies
or suitable wheels, which keel may be attached to such carriage or train of

page_text: carriages in various ways and by various means; and I also claim the raising
and lowering of such keel, as the case may require.
In witness whereof, I, the 'said William Nairne, have hereunto set my
hand and seal, this Twenty-second day of August, One thousand eight
AND BE IT REMEMBERED, that on the Twenty-second day of August,
in the year of our Lord 1846, the aforesaid William Nairne came before our
said Lady the Queen in Her Chancery, and acknowledged the Specification
aforesaid, and all and every thing therein contained and specified, in form
above written. And also the Specification aforesaid was stamped according
to the tenor of the Statute made for that purpose.
Enrolled the Twenty-fourth day of August, in the year of our Lord One
thousand eight hundred and forty-six.