IMPROVEMENTS IN THE MEANS OF GIVING MOTION TO LOCOMOTIVE CARRIAGES, WITH OR WITHOUT BEARING WHEELS ATTACHED TO THEM, AND IN THE CONSTRUCTION OF WAYS, PASSAGES, AND ROADS ON WHICH THE SAID CARRIAGES ARE TO TRAVEL
Year: 1846

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, THOMAS
PARKIN, of Hoxton, in the County of Middlesex, Engineer, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by He
Royal Letters Patent under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date at Westminster, the Twenty-ninth day of
June, in the tenth year of Hei cign, did, for Iciself, Hei heirs and suc-
cessors, give and grant unto me, the said Thomas Parkin, my exois, adiñiors,
and assigns, Her especial licence, full power, sole privilege and authority,
that I, the said Thomas Parkin, my exors, adiñors, and assigns, or such others
as 1, the said Thomas Parkin, my exors, adiñiois, or assigns, should at any
time agree with, and no others, fiom time to time and at all times during
the term of years therein expressed, should and lawfully might make, use,
exercise, and vend, within England, Wales, and the Town of Berwick-upon-
Tweed, my Invention of "IMPROVEMENTS IN THE MEANS OF GIVING MOTION TO
LOCOMOTIVE CARRIAGES, WITH OR WITHOUT BEARING WHEELS ATTACHED TO THEM,
AND IN THE CONSTRUCTION OF WAYS, PASSAGES, AND ROADS ON WHICH THE SAID
CARRIAGES ARE TO TRAVEL," in which said Letters Patent is contained a pio-
viso that I, the said Thomas Parkin, shall cause a particular description of 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 to cause the same to
be inrolled in Her said Majesty's High Court of Chancery within six calendar
months next and immediately after the date of the said in part recited Letters

page_text: 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
Thomas Parkin, do hereby declare that the nature of my said Invention, and
the manner in which the same is to be performed, are particularly set forth
and ascertained in and by the following description thereof, reference being
had to the Drawings hereunto annexed, and to the figures, letters, and numbers
inaiked thereon. the same letters, or combined letters and numbers, denoting
in each Figure the same objects.
Now my Invention consists,―
Firstly, in improvements in the system of locomotion for conveying pas-
sengers, goods, and other articles on platforms, with or without carriages
erected thereon, such platforms gliding on the peripheries of fiction wheels,
mounted in parallel lines on metal, wooden, or other supports.
Secondly, in applying the same system in part to existing railroads. And,
Thirdly, in the construction of viaducts and wooden framework for supports
in reference to locomotion, and in preparing and laying the foundation on
which the same shall be built or placed.
In the first case, the locomotion is effected in manner following, namely:―
A rope or chain laid down the whole length of the line, or from any given
point to another, passes around and doubles underneath a drum or wheel
secured on a shaft which turns in plummer blocks fixed on the platform.
This shaft is made in two pieces with a crank on each piece, and a shoulder to
lic against the side of the drum. The ends of the two half shafts are
inserted into and meet in the middle of the dium, a square in the end of the
one entering into a socket in the end of the other, and bolts passed through
the two shoulders and through the drum hold all firmly together as one shaft,
on which the drum is fixed; and when the cranks are worked by steam by
compressed air or by other motive power, the drum revolves and, pulling upon
the rope which forms an immoveable fulcrum, necessarily gives motion to the
platform, which causes the friction wheels to revolve in succession as it passes
over them. These wheels and their supports may be placed opposite to each
other, that a line Joining two pullies shall be at right angles with the line of
road, or at any other angle, but I prefer each wheel on one line to be opposite
the middle of the space between two wheels on the other line, whereby a less
number of supporting wheels will be icquired.
And, in the second case, the locomotion is thus effected:-A rope or chain is
laid down the whole length of the road, or from one point to another, as in the
system first described, and the platform is mounted on ordinary railway wheels,

page_text: and virtually is an ordinary railway truck, when the same apparatus is fixed
on the truck as on the platform, which glides on the peripheries of the friction
wheels, and the locomotion is effected upon the rails of ordinary railroads in
the way above described; but at curves I place posts of suitable height near
the middle of the road to keep the rope'therein, by which means the danger
of getting off the rail is necessarily greatly diminished, but by removing the
ordinary rails and sleepers the system of running platforms on the peri-
on the truck as on the platform, which glides on the peripheries of the friction
wheels, and the locomotion is effected upon the rails of ordinary railroads in
the way above described; but at curves I place posts of suitable height near
the middle of the road to keep the rope'therein, by which means the danger
of getting off the rail is necessarily greatly diminished, but by removing the
ordinary rails and sleepers the system of running platforms on the peri-
phorics of friction wheels may be adopted on all times of ranroad.
DESCRIPTION OF THE DRAWING.
Figure 1 represents a side elevation of a train or series of platforms united
together, travelling on the peripheries of parallel lines of friction wheels.
a, planks of wood forming a base on level ground, and on inclines of flat or
even surfaces, and may be laid on concrete, as the nature of the ground shall
require. b, two step planks, one longer than the other, placed upon base a,
which distribute the weight of passing loads over a lengthened surface, and thus
prevent the injurious effect of diect perpendicular pressure. c, cast-iron chairs
or beaiers, secured by bolts to planks a and planks 6, in which chairs friction
wheels d revolve. e, platform or carriage bed made of wood or iron. f, drum
mounted on standards i sccured to platform e, the said drum being composed
of two cast-iron sides, namely, rim y, arms z, and boss a¹, and of sectors of
wood 6' at the nave and at the periphery, which sectors are firmly bound by
bolts c¹ between rims y and bosses a³, tho heads and nuts of the bolts at the
periphery being let in flush with iim y. h, shaft on which drum f is keyed.
g, plummer blocks in which shaft h works. i, standard on which plummer
blocks gare fixed. k, crank on either side of drum f. 1, piston rod which
works crank k, being connected with machinery in ordinary use placed on
the platform to apply the motive power. m, rope or chain which passes
under the drum f and thence around it; and when crank & causes drum f to
revolve, the rope m becomes a fulcrum, and the train glides over wheels d,
its direction being determined by the revolution of the crank from right to
left or left to right. n, guide wheels under which the rope or chain m passes;
the said wheels, being mounted in suitable positions near drum f, as shewn at
Figure 2, prevent one part of rope or chain m riding upon or grazing against
he other as drum f revolves. o, ribs or flanches made either of metal or
wood fixed on cach side under platforms e, to prevent them getting off the
wheels; the ribs o are of the length of platform e, but at one end thereof
roject about nine inches beyond the platform, and consequently leave spaces
f about nine inches at the other end of the platform not filled up. p, iron

page_text: arms fixed on platform e, projecting about nine inches, and corresponding with
the projection of 11bs o, and into the space between 1ibs o and iron arms p
the end of the neighbour platform locks, by which contrivance cach platform
supports the other, and the whole train becomes in effect one entire and con-
tinuous platform. q, universal joint made of brass or iron, of which a plan
is shewn at Figure 2, and a section at Figure 6. It is composed of two cups
or semi-spheres, with flanches e', and an arm or tail to each, and of ball f',
made of either of the above metals, having likewise an arın or tail projecting
through an aperture at the end of the sphere, within the limit of which it
moves in any direction The arm or tail of ball f¹ is let into the bed of one
platform, and the armis or tails of the two half cups, forming together one tail,
are let into the bed of the adjoining platform, whereby two or moic platforms
are united, and each can move in any direction to traverse curves and inclines.
1, caniages built on platforms e.
Figure 2, plan of the train. s, plates of iron which secure the tails of the
cups of universal joint 9 and the tail of ball to the bed of platform e. The
latter plate must be taken off to detach one platform from another, and put on
when one is added.
Figure 3, end view of planks a, step planks b, platform e, drum f,
and guide wheel n. The way of mounting guide wheels n is arbitrary, and
neels no particular description.
Figure 4, two sectors of wood cut in the direction of the radius of which
the periphery and the nave of dium f are formed. In each sector is a holo v
for a bolt to hold the sector firm between the cast-iron sides, namely, iim y,
arms z, and bosses a³, as seen at Figure 5. In both sides of each sector is a
groove v, and when two sectors are put together a piece of 11on wis inserted
in the meeting grooves, half in each sector, whereby two sectors are held firmly
together.
Figure 5, section through the middle of the rim and one of the arms of
half of dium f. 61, wooden sectors. c, bolts.
Figure 6, cup flanch and tail and section of the ball, with its tail of universal
joint q. e, cup flanch and tail. f, ball with tail. A hole is made through
ball fand its tail inserted and rivetted or otherwise properly secured therein
when ball fis placed in or between two cups e', which aro bolted together
through the flanches and the joint is formed.
Figure 7, another form of universal joint, composed of folk g¹ and aim '.
The shaft of folk g' works in a hole made through plate and platform e, on
which plate is bolted, and shaft of fork 9' is secured by a key under plat-
fpini e.
On an adjoining platform is bolted aim ¹, the curved end of which
3

page_text: 5
works in fork g', and when bolt c', shewn at Figure 8, is inserted in the holes
in fork g' and arm i, a universal joint is formed, allowing platforms e to move
both laterally and vertically in respect of each other.
Figure 8, vertical section of folk g¹ and of arın ; k', bolt.
Figure 9, end view of carriage r elected on platform e. 7, universal
Joint, shewing the position of the tail of ball f¹ when not attached to any
platform.
Figure 10, side elevation of wheel d, at Figure 1, on a scale to allow
desciption. 1, cast-iron plate with groove m¹ all around to admit of the
heads and nuts of bolts n being flush with the surface of the said plate:
o', wooden sectors; p³, brass bush The sectors, when cut to the right shape.
are put together and turned, so that the bosses of plates 1, seen at Figure 11,
may fit into them. This done, plates l¹ and sectors o' are bolted together,
when bush p is inserted in the axle holes cast in plates 1, and bored in
sectors o¹, when bush p¹ is bored out truc, and the wheel is finished.
Figure 11, section through the middle of wheel d.
Figure 12, plan of a gripe on the bed of platform c, to stop the train
at pleasure. e, platform; q', gripe; r', function wheels, s', night and left
screw; t, mite wheel keyed on screw s'; v', upright shaft, u, mitic wheel
keyed on upright shaft; w³, handle; f, dium. When handle w³ is turned, mitie
wheel u tuins mitre wheel t¹, and the screws daw the two arms of gupe q¹
close together, causing friction wheels,¹ to press against the two sides of
wheel f, and according to the force applied is the stoppage sudden or gradual.
Figuro 13, end view of gripe q'; a³, standard secured to platform e, and on
which mite wheel turns, and through a hole in which sciew s² works.
Figure 14, a side view of an engine chain, which I prefer to a rope as a
fulcrum It is made of iron, and is in such general use as to render any
ninute description of it useless. Figure 15, a plan of such chain.
Figure 16, a segment or drum f, shewn in section through sectors 6, with
engine chain y laid thereon. ¹, iron bars of a cucular, elliptical, or other
suitable form, secured in a cross dnection all around drum f; but hard wood
might be used The convex pait of bars fit into the concave parts of ongue
chain and prevent slipping.
Figure 17 represents the means to be employed to vary speed a², cyla-
ler. 6. piston 10. c, parallel side rods, de cross heads, f, 1ods co-
ecting cross heads & with cranks on shaft g, e, oscillating side rods; }',
Irum shaft; g, crank shaft; h, plummer block of crank shaft; 2', chain
wheel, k', chain, &, clutch box of chain wheel, m³, clutch box of chan
heel k², n, sliding clutch boxes, o', hand lever; p', hand lever, q, plummer

page_text: DIOCK OF drums
standards.
The mode already described for giving motion to drum f, at Figure 1, is by
connecting the piston rod of an engine with the crank of that drum, and the
speed is always uniform, adapted to a perfectly level line; but where gradients
are to be encountered a variation of speed, and consequently different
mechanism, is indispensable, and the mode of acquiring such variation may be
thus described-l'iston rods 63, in cylinder a³, work oscillating side rods e³,
which, by means of rods f, turn crank shaft q, and also chain wheel 22, when
sliding clutch box (which moves on a square part of crank shaft) is in gear,
and then chain wheel 2 gives motion, by means of chain, to chain wheel r²,
which, together with drumf and chain wheels, are keyed on to and always
revolve with drum shaft f, and thus a slow motion is- produced, and when so
working, chain wheel is out of gear and simply revolves; but when a higher
speed is required chain wheel is thrown out of gear by hand lever o³, and
sliding clutch box n³ is thrown into gear with chain wheel ke by hand lever p².
When chain u gives motion to chain wheel s³, both clutches may be thrown
out of gear when it is wished to stop the train. The chain wheels respec-
tively may be of any diameter deemed eligible.
Figure 18, front view of a catch to stop a train in case a rope or chain breaks
in ascending an incline plane w³, a catch made of iron, moves on a bolt or
pin fixed to any part of the middle of platform e; x, rope or chain secured to
short planks b, or to stanchions, as the case may be, or to posts fixed in the
ground expressly for the purpose. When catch w is not wanted to be used
its handle will be fastened to the bed of platform e in nearly a horizontal posi-
tion to allow the hook to pass rope or chain without touching it; but
when let down in a vertical position, the hook, as soon as a train begins to
retrograde, will catch rope or chain ³, and stop the train, as shewn at
Figure 19. There may be two or more catches to each platform at different
distances apart to ensure some one taking almost instantaneous hold, and
catches w must be fixed in opposite positions to each other, in order to
act in whichever direction the train may move. Figure 19, a side view of
catch w².
Figure 20 represents the means of transfering carriages from one line of
road to another. y, wooden bearers; 2, concrete, a³, rollers; b, moveable
platform; c, wheels; d, luggage waggon; e, road; f, road, g³, stop. The
bearers are laid in parallel lines upon concrete, and form a bed for rollers
aupon which moveable platform 6 travels; wheels c³, fixed on platforın b
and on which luggage waggon stands are represented as formning part of 10a

page_text: J
When moveable platform 6' is at stop g³, luggage waggon d³ is on 10ad
, that is, transferred from road f³ to road. The platform may be of any
length and width (the bearers and rollers corresponding therewith) so as to
transfer more than one carriage at a time; and motion may be given to the
platform 6 backwards and forwards by a winch or any other suitable means,
and rollers as may be connected, and work in a fiame, if found desirable. The
rope or chain m, seen at Figure 1, must be taken off diumf before platform
bis put in motion. Figure 21, front view of wooden bearers y² (shewn in
section) based on concrete z², of rollers a³, moveable platform 6s, with wheels c³
fixed thereon, and luggage waggon de cady to be moved from road fs to road e³.
Figure 22 represents another means of passing trains from one line of
road to another, or to any other desired place. p³, frame; a³, frame;
, frame; c, frame; ³, frame; d³, frame; s, slides; w³, sliding wheels;
d', sliding wheels; u', sliding wheels; v', sliding wheels, w, sliding wheels,
a, sliding wheels; y', sliding wheels; , sliding wheels; 9³, slides; 1,
capstan; n³, mitre wheel, m³, mitre wheel; h³, long shaft; 23, foot steps;
ke, mitre wheels; o', mitic wheel; t, excentrics; ³, mitre wheels; ³,.
excentric shafts; a³, chairs or bearers; y³, mitre wheel; a', connecting rods;
6, excentric boxes; c, handle; e, guides; 3, sliding wheel; e, sliding wheel.
The object is effected in manner following:-Curved line or road A is made
between straight lines B and C, and at each end of road A me sliding wheels.
fixed on slides in frames, which wheels are moved backward and forward, as
circumstances require, by means of machinery hereafter described. Thus,
when a train is to go from road B to road C sliding wheels w³, in frame p³,
which form part of the straight road B, are drawn back, and sliding wheels u',
which are fixed a little in the direction of the curve on slido s, supply their
place, and turn the train a little into the curved road A; and when the train
arrives at sliding wheels (moved still further from the road B) in frame a",
it may be said to have left road B, and entered upon curved road A, after
having traversed which it enters road C in consequence of the sliding wheels
wand, in frames 65 and c³, having been moved an equal distance in the
opposite direction. The machinery for effecting the above-mentioned motions
may thus be described Handle of capstan P, seen at Figure 26, moves
mitre wheel n; this moves mitre wheel m; this moves mitre wheel o', seen
at Figure 26, this moves mitie wheel ys; this moves the long shaft h³, this
moves mitre wheels . these move mitre wheels us; these move the excentrics
; these move the excentric boxes b' and connecting rods a', which work in
guides, and are attached to and move slides s³, and necessarily the wheels
fixed thereon backwards and forwards at pleasure. It is necessary to observe,

page_text: that the excentrics t, which work slides s' in trames p' and a, and those
which work slides s' in frames 65 and c, are heyed on to the shafts v', seen at
Figure 23, in opposite directions, and thus produce the opposite motions above
described. As wheels & may not on all lines be placed at the same distance
from each other, some of them may obstruct the train in passing along curved
line A, to obviate which, the means above described may be employed to
remove them out of the way. Thus, wheels 2, fixed on slides 7, which work
in frames and d³, are moved, and the obstruction ceases; but in most, if not
in all cases, obstructing wheels may be placed either a little to the right or
left, in order to render the above process unnecessary.
When a train passes
from one line to another the rope or chain m, which serves for the straight
line, must be taken off dium f, and one for the service of the curved line
substituted, and vice versa.
Figure 23, end elevation of excentric, with connecting rod at, guide e', and
foot step d', for carrying excentric shaft vs. Figure 24, side elevation of excen-
trict, with mitre wheel u³ keyed on excentric shaft . and mitre wheel k
keyed on long shaft h³.
Figure 25, plan of excentric t, with excentic box b* and connecting rod a'.'
Figure 26, side elevation of capstan 7, with handle c, and mitre wheels
n³, m³, and o³, also mitre wheel y keyed on long shaft h³. Figure 27, end
clevation of capstan 1³.
Figure 28, end elevation of shiding wheels v* and d.
Figure 29, side elevation of sliding wheels u and us on slide ss in frame p³.
Figure 30, plan of a curve of an ordinary railroad, with a rope or cham to
be used as a fulcrum. f, rails, m, rope or chain; 9', guide posts. When
it is wished to use a rope or chain as a fulcrumi on ordinary railroads, the
dium f, at Figure 1, must be mounted on an ordinary railway truck, and rope
or chain m must work underneath drum f. with guide wheels n, the same as
shown at Figure 1, and at curves, guide posts 9', of proper height, must be
placed near the middle of the road to prevent rope or chain m being diawn off
ails f The 1ailway truck, with drum f upon it, will be worked by small
steam engines on the platform, and be attached and give motion to tiams
without the use of ordinary heavy locomotives and tenders.
Figure 31, end elevation of a wooden stanchion, on which wheel (, shewn at
Figure 1, is mounted, which stanchions will be used in order to get a level
when the uneveness of the ground requies stanchions of various lengths, and
thereby in a great degree dispenses with earthwork , planks or timber;
24, wooden distance pieces; d, wheel. In order to make said stanchions,
distance pieces' are placed at suitable distances between two planks or timbers

page_text: of proper dimensions, when the whole is bolted together (the necessary holes
having been made for bolts to enter), and the stanchion is formed The ends
of planks h form bearers for wheels d, but, if preferied, wheel & may be
mounted on a cast-11 on chair, essentially similar to chau c at Figure 1, secured
on the top of said stanchion. It will be observed that distance piece 4, at the
other end of said stanchion, projecting beyond the ends of planks h', forms a
tenon that may drop into any wooden, stone, or other foundation. The stan-
chions may be made of any length, by "halving" planks together, and for
solidity there should be a distance piece at the "halving." The open space
formed by distance pieces between planks / may, for general construction,
be of any desired width which will always accord with the thickness of distance
pieces 1.
Braces of all descriptions may be similarly made, the end distance pieces i',
forming tenons to enter and be fixed in any part of the open space of any other
brace or stanchion as may be found desuable. Stanchions and braces may be
also made of metal instead of wood.
Figure 32, end elevation of a wooden viaduct constructed essentially upon
the principle of substituting planks, with distance pieces between them, for
solid timber, as above described. ', pier, , braces; m³, joist; D, chief
abutments; o, stays; p', pier timbers, q', abutment planks; E, minor
abutinents; s, flooring planks
A viaduct pier is formed in manner following: :- Between two pier
timbers p', cut square, and of the intended length of the pier, distance pieces 1³
are bolted at suitable distances apart, and half of a pier is made. Another
similar half being made, distance pieces are placed between the two halves,
which are then bolted together, and form a pier of four square pillars, a plan of
which is seen at Figure 33. In order to give the pier strength and solidity
according to its height, planks of different lengths, which I call abutment
planks, are secured, one upon another, to the outside of pier timbers p'. Thus,
if the pier is one hundred feet high, the first abutment plank may be eighty feet
long, the second sixty feet, the third forty feet, and the fourth twenty feet; but
the thickness and the lengths of the planks, and the manner of securing them
to pier timbers p', is entirely arbitrary, and depending on local circumstances.
When two piers & are formed they are united together by braces ; two chief
abutments D are then made, when one is fixed to each pier k'. The frame-
work of chief abutment D, which is composed of braces above described, may
be made in a square or diagonal form, both of which modes are shewn in this
Figure. The details of construction, being obvious to skilful persons executing
the work, need not be described.

page_text: The piers of a viaduct will vary in height, and the abutments proportionally
in length, according to the variations or undulations of the ground on which
the viaduct will be constructed. The shortest pier will of course be first made
and fixed. Each pair of piers, with abutments affixed thereto, may be made
on the ground, and raised to their place by tackling or any other means, when
the tenons of the longitudinal or connecting braces fixed in the preceding pair
of piers and abutments will enter the open spaces in the piers and abutments
so raised, and be bolted therein, and thus the use of scaffolding and centreing
Abutments will not be
will wholly, or in a great degree, be dispensed with
attached to every pier k', and the piers, with chief abutments D, may be placed
forty, fifty, or sixty feet distant from each other, with minor abutments E fixed
to the middle pier between every two chief abutments D, as well as longitudi-
nally to such abutments, as shewn at Figure 34. Between the middle pier and
each chief abutment pier are piers without any abutments at all, the number
of which must be determined by the persons executing the works according to
the height of the viaduct. On the top of piers k are fixed transverse joists m³,
on which are secured flooring planks s, which form the road of the viaduct, on
which wheels d, with their chairs c, are fixed, as on planks b at Figure 1; but
when the viaduct is used for an ordinary railroad, rails instead of wheels must
be secured on such floor or road.
In order to form parapets on the viaduct, stays o' are secured to joists m²,
and to each pier k, as well as to chief abutments D; and when stays o' are
lined with planks of suitable thickness the parapets are formed
Viaducts may be also made of metal instead of wood.

page_text: And I claim the universal joints for the purposes above described.
And I claim the locking of the end of one platform or carriage into the end
of another, by the means above described, or any other suitable means.
And I claim generally the junction of two or more platforms, let the means
of their junction be what they may, so that when united they shall in effect, for
safety, form one continuous platform, as if they were one entire platform,
without any joints whatever.
And I claim platforms, or the beds of carriages, made about a foot wider
than the guage of the friction wheels, from outside to outside, on which the
platforms glide, that there may be six inches or more play between the outsides
of the flanches under the platforms and the insides of the wheels, in order the
better to pass curves.
I claim the gupe against the drum to stop trains, as well as the hook and
rope or chain to stop trains, in the event of the rope or chain used as a fulcrum
bicaking on an incline plane, as above described.
And I claim the apparatus for varying speed, as above described.
And I claim the compound wooden and iron friction wheels for trains to
glide on, as above described.
And the use of wheels and drums made in part of wooden sectors, as above
described.
And I claim the means of removing trains or carriages from one road or line
to another, and also the means of crossing from one line to another, as above
described.
1 claim the use of concrete for a foundation for viaducts, stanchions, piles,
and bearers, in combination with carriages gliding or travelling on the
penpheries of wheels, as above described.
1 do not claim friction wheels in parallel lines for carriages to travel on,
when placed in a transverse line at right angles with the road, opposite to cach
other; but I claim them when not so placed, preferring one wheel on one
ine to be opposite the middle of the space between two wheels on the other
ine, so that, in direct lines to each other, any three wheels shall always form a
angular support to the platform, and in combination with fiction wheels not
laced opposite to each other.
I claim the whole of the things above particularized and described.
In witness whereof, I, the said Thomas Parkin, have hereunto set my
hand and seal, this Eighteenth day of December, in the year of our
Lord One thousand eight hundred and forty-six.

page_text: AND BE IT REMEMBERED, that on the Eighteenth day of December,
in the year of our Lord 1846, the aforesaid Thomas Parkın 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-third day of December, in the year of our Lord One
thousand cight hundred and forty-six.