A NEW MODE OF PROPELLING VESSELS THROUGH THE WATER, WITH CERTAIN IMPROVEMENTS ON THE STEAM ENGINE WHEN USED IN CONNECTION THEREWITH, PART OF WHICH IMPROVEMENTS ARE APPLICABLE TO OTHER PURPOSES
Year: 1841

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, .we, JAMES
WHITELAW and GEORGE WHITELAW, Engineers, residing in Glasgow, in the
County of Lanark, Scotland, send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of Great Britain, bearing date at West-
minster, the Fifteenth day of February, in the fourth year of Her reign, did,
for Herself, Her heirs and successors, give and grant unto us, the said
James Whitelaw and George Whitelaw, our exors, adiñors, and assigns, Her
especial license, full power, solo privilege and authority, that we, the said
James Whitelaw and George Whitelaw, our cñors, adiñors, & assigns, and
every of them, by ourselves, or by our deputy or deputies, servants, or agents,
or such others as we, the said James Whitelaw and George Whitelaw, our
exors, adiñors, and assigns, should at any time agree with, and no others, from
time to time and at all times thereafter during the term of years therein
expressed, should and lawfully might make, use, exercise, and vend, within that
part of Her United Kingdom of Great Britain and Ireland called England,
Her Dominion of Wales, and Town of Berwick-upon-Tweed, and in the Islands
of Jersey, Guernsey, Alderney, Sark, and Man, and also in all Her Colonies
and Plantations abroad, our Invention of "A NEW MODE OF PROPELLING VESSELS
THROUGH THE WATER, WITH CERTAIN IMPROVEMENTS ON THE STEAM ENGINE WHEN
USED IN CONNECTION THEREWITH, PART OF WHICH IMPROVEMENTS ARE APPLICABLE
TO OTHER PURPOSES;" in which said Letters Patent is contained a proviso, that

page_text: we, the said James Whitelaw and George Whitelaw, should particularly
describe and ascertain the nature of the said Invention, and in what manner
the same is to be performed, by an instrument in writing under our hands
and seals, or under the hand and seal of one of us, and cause the same to be
enrolled in our High Court of Chancery within six calendar months next and
immediately after the date of the said Letters Patent, as in and to which Letters
Patent, reference being thereunto had, will more fully and at large appear.
NOW KNOW YE, that in compliance with the said proviso, we do hereby
declare that the nature of our said Invention, and the manner in which the
same is to be performed, are fully described and ascertained in and by the
following description thereof, reference being had unto the Drawing hereunto
annexed, and to the figures and letters marked thereon, that is to say :-
The different Figures in the accompanying Drawing shew the new mode of
propelling vessels, and also most of the other improvements. Figures 2, 3, 4,
5, and 6 are drawn to a scale four times larger that the other Figures. When
a part is seen in more than one Figure the same mark points it out in each.
In most of the Figures in the Drawing parts are represented as broken away,
in order to shew other parts.
The new mode of propelling" "vessels through the water is shewn in
Figures 1, 2, 3, and 7. a, a, is a large air pump, by means of which air is
forced out at the appertures b, b', b², and b³. c, c, c, and c³ are inclined
channels or spaces running upwards from or near to the bottom of the vessel
and towards its stern. These spaces are formed by the sides d and d³ placed
one on each side of the keel, the intermediate divisions d' and d and the
part of the vessel lying betwixt the sides d and d³. The air, being much
lighter. than water, will, when it leaves the appertures b, 62, 63, and b³, pass
upwards in the spaces now named till it escapes at the surface of the water.
During the ascent of the air it will be pressed by the external water against
the inclined top of the spaces c, c, c, and c, and in this way propel the vessel
forward.
It may be as well now to give a description of the air pump a a, as its con-
struction is different from that of pumps in ordinary use. ee (see Figures 2
and 3) is a large round shaft, which is kept in motion by means of a steam
engine or other power. This shaft makes nearly half a revolution in one
direction; then the motion is reversed, and it makes a similar portion of a
revolution the other way. The motion each way will be one stroke of the
pump. fand f* are vanes fixed to the shaft e, e; these consequently move along
with it. 9,9,g, is a hollow cylinder, the axis of which coincides with that of the
shaft e, e Ends or covers h, h, and h³, h, are bolted to this cylinder, and the shaft

page_text: The cylinder g, g, g, is firmly fixed to
k, k, and k³, k¹, are abutment pieces
is one of the induction valves; l' is
There are similar sets of induction
e, e, passes through a stuffing box in each.
the vessel by means of framework i, i, i, i.
which are bolted inside of the cylinder.
another; and m and m³ are eduction valves.
and eduction valves on the side of the pump at A, which cannot be seen, as the
outside of the parts is there represented. It will now be clear that if the shaft
e, e, is turned so as to move the vanes in the direction of the arrows, air will pass
in at the valve l, and air formerly in the pump will be forced out at the valve
m' and through the pipe n,n; and on the other side of the pump air will go in
at the valve at o, and the air pressed out at the under eduction valve there will
be sent through the pipe p,p; then, if the motion of the vanes be reversed,
the other set of induction and eduction valves will be acted on in a similar way
to those now spoken of, and air will in this case also be forced through the pipes
n, n, and p,p. Thus, whether the vanes be turned in the direction of the arrows,
or in the opposite direction, air will be pressed through the pipes n, n, and p,p,
at the same time. v, v³, is an air vessel, which is divided into two separate air-
tight chambers by the division plates w and w¹. v is one of these chambers,
and the other. The Diagram, Figure 9, shews how the air vessel v, v¹, is
divided by the plates w and w². The chamber v receives the air which is sent
by the pump through the pipe n, n, and the air forced through the pipe p, p,
passes into the chamber v. From the chamber v³ the air is conveyed to the
apertures 6 and 63 (see also Figures 1 and 7) by means of the flat pipes & and
; and there are two pipes, and a³, which lead the compressed air from the
chamber v to the appertures 6 and 6. From an inspection of the arrangement
now described, it will be seen that the whole of the air which is forced through
the pipe n, n, reaches the surface of the water by passing from the appertures
6 and balong the spaces c and c³, and the air which is sent through the pipe p, p,
passes from the appertures 6 & 6³, and arrives at the surface of the water by pass-
ing along the spaces c³ and c³. Thus, should the vessel roll, and cause the pressure
of the water to be greater above, say, the pair of appertures 6 and 6³, still an equal
portion of air will be forced out at each pair of appertures, for the reason that the
arrangement of the air chambers, pipes, &c. is such that one side of the pump
always forces air out at the appertures which are on one side of the keel of
the vessel, and the other side of the pump supplies the apertures which are
on the other side of the keel. Into each pipe a, a, a, and a³, there is a
throttle valve, and the whole of these valves are worked by the same spindle
y, y, y. The throttle valves are placed upon the spindle in such a manner,
that when those in the pipes a¹ and are shut, those in the pipes a and ³
will be open; and when the spindle y, y, y, is turned so as to completely open

page_text: the valves a¹ and as, the valves in x and ³ will be close. Suppose now, that
the pin of the lever, which is fixed to the end of the spindle y, y, y, is
worked by means of a cam or cams fixed to the main shaft a¹, a¹, in such a
manner that one pair of valves be closed and the other pair opened alter-
nately, as long as the pump is kept in motion then air will be discharged
into the pair of spaces c and c³, and the pair c¹ and c³ alternately, and thus
the air will pass along these spaces not in a continuous but in a broken cur-
rent when the vessel is in motion. Breaking the stream of air in the manner
now described causes it to get away less freely than it would if the stream
were continuous, and thus more advantage will be obtained from the buoyancy
of the air, its horizontal pressure in the direction of the vessel's bow, and the
force which it will give out by the enlarging of its bulk as it ascends till it
gets to the surface of the water. Some of the parts pointed out in this
paragraph are also seen in Figures 1 and 4.
The Improvements in the steam engine are shewn in Figures 2 and 4.
The steam engine therein represented has a cylinder a, a, which is fastened
by means of framework to the vessel in the same manner as the air pump
already described. Concentric with this cylinder is the main cylindrical shaft
a', a', which has two vanes, a³, a³, fastened to it. There is a cover, e¹, e¹, and
e³, e³, bolted to each end of the cylinder, and the main shaft passes through a
stuffing box in each cover. The passages for the steam go through the abut-
ment parts es, e³, and f¹, f¹, which are bolted to the cylinder and to its
covers. ff, is the valve which admits steam into the cylinder by the pas-
sage f, and the valve which admits steam by the passage g¹ is seen at 9ª, 9³.
The eduction valves are similar to those now pointed out. The steam and
eduction valves are placed alongside of each other. There is another set of
steam and eduction valves which work into the chest g³, but they cannot be
seen, as the outside of that chest only is represented on the Drawing. The
stenm and eduction valves shewn in Figure 4 are of the kind called balanced
valves; and their arrangement, as well as the mode of working them, will
be readily understood by any engineer. From the description now given, it
will be evident that if the top steam valve f³, f, and the top eduction valve
which is in the chest g³, and also the bottom steam valve in the chest g³, and
the bottom eduction valve which is beside 9, 9%, be all open, the vanes will
be moved by the steam in the direction of the arrows; but if the valves
now mentioned be closed, and the other steam and eduction valves be opened,
the vanes will be turned the contrary way; thus, if the corresponding steam
and eduction valves be alternately opened and closed by means of cams
fixed on the main shaft of the engine, the vanes, and consequently the main,

page_text: shaft, will be moved first in one direction, then the other way, so long as the
steam is supplied, and the valves are worked at the proper time by the means
now mentioned. In certain cases the vanes and other moving parts of the
engine might have more than the quantity of momentum required to complete
the stroke, and as this might occasion considerable damage we have provided
against it in the following way: The ports of the air pump (see Figures 2
and 3) are made to project at h³ and h³ beyond the flat surfaces of the
abutments, and the vanes f and f* have cavities ³, 1, and i, ², formed to
receive the projecting parts, and thus the vanes, whenever they pass beyond
the outer extremity of the projections round the ports, will compress the air
contained betwixt the flat surfaces of the vanes and the flat parts of tho
abutments, and in this way gradually overcome the momentum of the parts in
motion. In Figures 2 and 6 the air pump for the steam engine is represented.
As the construction of this pump is very similar to that of the air pump a, a,
little more is required to be done here than to point out its principal parts.
,, is the cylinder of the pump, k² is one of the vanes, ³ and are two of
the discharging valves, is a valve in the vane 3. The foot valves aro
marked m² and m³, and the ends or covers of the pump are pointed out
by n², n, and n², n. In this pump the vane which happens to be moving
upwards is the only one which discharges water and air. The main shaft of
the steam engine is coupled to the shaft e, e, (see Figure 2,) by means of a
double ended lever, n³, n³, which is fixed to the end of the former, and
a lever o, o, of the same kind, which is fixed to the end of the last-named
shaft. A pin similar to a common crank pin projects from each end of both
levers. The strap o² connects the top pair by pins, and the bottom end
of each lever is connected in the same manner by means of the strap o³.
The vessel is backed in the following manner: The side at A of the air
pump (see Figures 1, 3, and 8,) is made to force air into the reservoir p², p",
which is divided into two separate water-tight chambers, p¹ and p³, by the
division plate p³, which is shewn by dotted lines in Figure 8. From the
chamber p¹ there is a pipe q, which leads to the flat pipe q¹ at the bottom of the
vessel, and from the chamber p³ the pipe q' leads to the flat pipe g³, which
is also outside of the bottom of the vessel. r is a valve stretching quite across
the flat pipe q'; and there is a valve of the same description in the flat pipe q³.
When the valves now spoken of are in the position shewn in Figure 1, then
the pipes q and q' form, in a manner, one pipe leading from the inside of the
chamber p' through the bottom of the vessel, and then turning towards its
bow; and the pipes q and 73 also make, as it were, a single pipe, which runs
downward from the chamber p³, and then is bent towards the bow of the

page_text: vessel. There is a slide valvė 2 which, when it is pushed so far towards the
bow of the vessel as to open the port 1, compressed air from the pump will pass
along the pipe ³ into the chamber p¹; and when this valve is pushed far enough
in the opposite direction, air from the pump will be forced through the pipe s into
the chamber p. 7 is the pipe which leads the air from the chamber v to the
chest of the valve. Whenever the valve is moved sufficiently towards the
bow of the vessel there will be a communication with the inside of the chamber
ps and the atmosphere through the port s', and when the valve is moved far
enough the other way there will be a communication with the chamber p¹ and
the atmosphere through the same port s¹. When there is a communication
with either chamber and the atmosphere, the pressure of water outside of the
vessel will force water into that chamber through the pipe 9, 9', or 93, 9,
whichever of these pipes happens to be in communication with the particular
chamber; and if, after the chamber is filled with water, the slide valve ¹ be
pushed so as to allow the air from the pump to press into the chamber, the
water in it will be forced out in the direction of the vessel's bow, through one'
of the flat pipes which are under the bottom of the vessel. This being the case,
if the slide valve r¹ be worked alternately fore and aft by means of a cam fixed
on the main shaft of the engine there will be a communication of the one
chamber with the pump and the other chamber with the atmosphere alter-
nately; and thus the water, which will by the external pressure be forced
into a chamber when the engine is moving in one direction, will when the
motion of the engine is reversed be forced out in a horizontal direction
towards the bow of the vessel, and on this account the vessel will by the
pressure and re-action of the escaping water be sent the backward way.
When the vessel is going bow forwards the valves in the flat pipes q, q', and
9, 73, are drawn up close to the bottom of the vessel by means of the
lever s², in order that they may not offer a resistance to its progress. As the
compressed air which forces out the water from the chambers p¹ and p³, when
the vessel is going the backward way, is wholly taken from the air chamber
v, the contrivance shewn in Figure 5 is planned to prevent the side of the
pump at A, Figures 1 and 3, from acting, holding open the eluction valves
In Figure 5, and t are the
there during the time of backing the vessel.
eduction valves, which are to be held open; t' and t are teethed pieces, which
slide upon the fixed guide rods t³ and u. These teethed pieces are attached
to and consequently work when the valves s and t are moved. The catches
are loose on their spindles, and they fall into and take hold of the teeth of the
pieces t¹ and t², and keep the eduction valves sand & from acting when the
vessel is moving the backward way. The short levers and ware fixed to

page_text: the spindles upon which the catches work, and each lever has a snug or pin
on its end so contrived that when the lever is turned upwards the pin or
snug takes hold of and lifts its catch out of gear with the teethed piece, and
thus allows the eduction valve to work; but if the lever be turned downwards,
then its catch is at liberty to take hold of the teethed piece, and prevent the
valve from closing. u is a lever fixed to the spindle upon which the upper
catch works, and u³ is another lever fixed to the spindle which supports the
lower catch. The two levers last mentioned are connected by means of the
rod 3. There is also the lever v³, which is fixed to the upper catch spindle.
This lever is connected by means of the rod to the lever ³, which
is fixed upon the same spindle with the lever s². The levers and rod
pointed out in the last sentence are shewn by dotted lines as they work
outside of the valve chest and chamber. It will be seen from this
description, that if the lever s be moved so as to open the valves which
are in the pipes q and q³, then the catches will be put in a position to
take hold of and keep open the eduction valves as soon as they are opened
by the pressure of the compressed air; and when the lever s³ is moved so as
to shut the valves by which the water escapes at the bottom of the vessel,
then the catches will be lifted out of the teeth, and the eduction valves will be
at liberty to work. Thus the eduction valves which are on one side of the
air pump will be kept from acting whenever the vessel is sent the backward
way, and when the vessel is in motion bow forwards these valves will be at
liberty to work. A number of catches, each of a different length from the
others, may be placed on each spindle, instead of the one represented in
Figure 5, and thus the eduction valves, if they are not kept by the 'catches
fully open, will be nearly so. There is a throtle valve in cach pipe x, x³, x²³,
and, (see Figures 1, 2, 3, and 4,) for the purpose of stopping the flow
of air through these pipes when the vessel is backed. The last-mentioned
valves are all fixed to the same spindle 6º, 66, 6, so that a motion of the
lever a will shut or open, as the case may be, the whole at once. The
lever a may be fixed on the different end of the throttle valve spindle, and
it may be connected by means of a rod to the lever s³, or to a lever fixed
on the same spindle with it, and thus a motion of the lever s³ will open the
whole of the valves required to be open, and close those required to be shut
at any time.
The mode of packing the vanes and the other parts is shown in Figures 2,
3, 4, and 6. In the steam cylinders and the air pump of the engine the pack-
ing bars will be of metal. These bars will be kept close to the covers, as well
as the inside of the cylinders, by means of springs. Pieces of wood may be
"'

page_text: used in place of metallic bars for the packing of the air pump which propels
the vessel, or this pump may be packed by fixing a number of strips of leather
alongside of each other, and using them instead of wood. Packing made of
leather is represented in Figure 3. Packing composed of metallic rings, cut
on one or more sides, may be put into the stuffing boxes on the covers of the
'different cylinders, or packing of any ordinary kind may be used. The packing
rings for these stuffing boxes are represented in Figures 2, 3, and 4 as made
of brass.
Leather may be fixed round the projecting parts h² and h³ of the ports of
the air pump (see Figure 3), in order to allow a less escape of air than there
would be without the leather, and thus cause a greater compression of the air
in the spaces betwixt the vanes and the abutment pieces, and consequently a
resistance to the momentum of the parts of the engine, &c. which would bring
the parts in motion sooner to a state of rest.
Instead of having the four spaces c, c', c³, and c³, which are represented in
Figures 1 and 7, one, or a number greater or less than four, may be used for.
the air to pass along.
Some other fluid, if it be lighter than water, may be used instead of air, for
the purpose of propelling the vessel.
As above described, the air is passed along the spaces c, c', c², and
braken current; but the parts may be arranged so
these spaces in a continuous stream, and the vessel
way.
in a
that the air will move in
may be propelled in this
Although we consider the plan of steam engine and propelling pump repro-
sented in the Drawing as being well adapted for the purpose of propelling
vessels, yet we believe that a steam engine and air pump of an ordinary con-
struction will answer the same purpose; and we believe, further, that other than
steam power may be used for the purpose of forcing a stream of air out at the
appertures b, 6, 3, and 63, into the spaces c, c', c, and c', for the purpose of pro-
pelling vessels. The steam engine and pumps may have one, or these may
have more than two vanes, working in each cylinder, provided the other parts
be made to suit. In place of having throttle valves in the pipes x, x¹, a³, and
, for the purpose of breaking the stream of air which propels the vessel, the
pump might be made to stop a short time at the end of each stroke, and break
the current in this manner, or in a pump with a very short stroke the time
lost at the end of the stroke might be sufficient for this purpose.
The throttle valves spoken of in the last paragraph may be formed so that
they can revolve in their seats. If so constructed, they may be worked by a
strap passing over two pulleys, one on the main shaft of the engine, the other

page_text: fixed to the spindle y, y, y, in place of the lever on its end. A pitched chain
and pitched pulleys may be used to keep in motion the throttle valves, in place
of the strap and pulleys now mentioned.
In working expansively a steam engine of the kind herein described, it may
be found necessary to have a fly wheel on its main shaft. In case the said
fly wheel might have more than a sufficiency of momentum to complete any
stroke, it might be made to run loose on the main shaft, but be connected to
it by means of a catch or a friction strap. The strap or catch should be formed
so that by some part in connection with either coming in contact with a cam
or pin fixed to the framework of the engine the fly wheel would disengage
itself from the shaft, and move on without taking the engine, &c. along with it.
A fly wheel adapted to a shaft on the principle now mentioned might be applied
to an ordinary pumping engine. The shaft might be set in motion by a simple
rack worked by the piston rod, and gearing into a pinion fixed to the shaft of
the fly wheel; or a common connecting rod and crank might be used instead
of the rack & pinion, which would cause the fly-wheel shaft to make only
part of a revolution each stroke of the engine.
The kind of steam engine represented on the accompanying Drawing may
be applied in many cases where a reciprocating motion only is required, as in
the case of working an air pump for blast furnaces, or a pump for raising water.
A
pump of the kind represented in Figures 2 and 3 may also be used for the
two purposes now mentioned, as well as in other cases.
An air pump of an ordinary kind may have the ends of its piston so adapted
to the inside of the ends of the barrel of the pump, that in order to check the
momentum of the parts when this is more than sufficient to complete the stroke
air will be compressed in a similar manner as it is done in the pump herein-
before described. Instead of having the parts of the air pump formed so as to
overcome by the compression of air an overplus of momentum, this may be
done by constructing the vanes a³, a³, and the abutment pieces es, e³, and ƒ¹, ƒ¹,
of the steam cylinder, on a plan similar to the corresponding parts of the air
pump, so as to compress a portion of steam at the end of any stroke. From
what has been said in this paragraph about the required form of certain parts
of an ordinary air pump which will cause the momentum of the moving parts
to be gradually overcome by the elastic force of compressed air, it will be clear
that the momentum of the parts of an ordinary pumping or blowing steam
engine may be overcome by forming the piston and the ends of the steam
cylinder in such a manner that steam will be compressed betwixt the piston
and the end of the cylinder, should the momentum of the parts be too great at
the termination of any stroke. In order to check quickly too great a momentum
of the moving parts, both the steam cylinder and the propelling air pump of

page_text: the same machine may be formed so as that the momentum of the parts will
be gradually overcome by the compression of steam in the one and of air in
the other. A separate cylinder, or part of a cylinder, and a separate piston or
vane, may be used for effecting the end of overcoming the momentum of the
moving parts by the compression of air or steam.
Having now particularly described our said Improvements, and the manner
of their operation, we declare that we do not claim any of the parts herein-
before described which are old or known, separately nor otherwise than and
in so far as the same are newly combined, adjusted, and arranged, as herein-
before mentioned :-
First, we declare that we claim as of our Invention the method of sending,
by steam or other power, air, gas, or any fluid lighter than water, not excepting
even the smoke arising from the combustion of the fuel used for generating the
steam, along inclined channels or spaces running from or near to the vessel's
bottom, upwards and towards the stern, whatever may be the size or number of
these spaces, or the angle of their acclivity or slope, in order to derive a pro-
pelling power, as far as that power arises from the buoyancy of the air or other
light fluid or gas; the force which it gives out by increasing in bulk on its
passage from, or near to the bottom of the vessel to the surface of the water,
and the force from reaction which will be communicated to the vessel as the
air escapes at the surface of the water; and although, the effects contemplated
will be most efficiently attained where the channels or spaces run from or near
the vessel's bottom upwards and towards the stern, as above mentioned, yet the
said channels or spaces may so run upwards from some point higher than the
vessel's bottom. We are aware that it has already been frequently proposed
to force out air from a vessel in the direction of the stern, and against the
water, in order to propel the vessel. We do not claim this method; but we
claim the improved method above mentioned in this paragraph. And as the
plan of propelling herein-before described is very applicable to sailing vessels,
especially for assisting them when near a lee shore, or under adverse winds or
calm weather, and as it is further very applicable. to twin, boats, we claim the
application of our method of propelling as well to sailing vessels and twin
boats as to others.
:
Second, we claim as of our Invention the method of backing vessels by
forcing out water in the direction of the bow, in the manner already herein-
before explained.
Third, in the steam engine and pump herein-before described, we claim as of
our Invention the various new improvements, combinations, and arrangements
already explained, which are well adapted for blowing and pumping engines,
and for other purposes where a reciprocating.motion only is required.

page_text: Fourth, we claim the different methods herein-before described for checking
gradually the momentum of the moving parts of the machinery, and the appli-
cation of the same to pumping and blowing engines, and in other cases where
a reciprocating motion is required.
And we claim further, the plan of letting loose the fly wheel in the way
already explained, when the momentum of the parts happens to be too great.
towards the termination of any stroke, so as to reduce the risk of accident.
In witness whereof, we, the said James Whitelaw and George Whitelaw,
have hereunto our respective hands and seals, this Eleventh day of
August, One thousand eight hundred and forty-one years.

page_text: "entituled 'An Act for the more effectual abolition of oaths and affirmations
"taken and made in various departments of the State, and to substitute
"declarations in lieu thereof, and for the more entire suppression of voluntary
"and extra-judicial oaths and affidavits; and to make other provisions for
"the abolition of unnecessary oaths."
DAVID FOGO.
This declaration, made at Glasgow, the Eleventh day of
August, Eighteen hundred and forty-one years, before
me, one of Her Majesty's Justices of the Peace for the
County of Lanark,
DAVID CHAPMAN, J. P.
I, Adam Paterson, of the city of Glasgow, in that part of Great Britain
called Scotland, Notary Public, by Royal authority duly admitted, allowed,
⚫ and sworn, dwelling in the said City, do hereby certify and make known to
all whom these Presents shall or may concern, that David Chapman, who
hath signed and attested the foregoing declaration as made before him, and
hath also signed the attestation on the deed or instrument hereto attached,
of the parties thereto having acknowledged the same before him, is one of
Her Majesty's Justices of the Peace for the County of Lanark, and is a proper
and authorized person to take such declaration and acknowledgments, and
to all acts and deeds done and executed by him in that capacity full faith
and credit is due, and ought to be given in judgment. And I further certify,
that the name "David Chapman," set and subscribed to the attestation of
the said declaration and to the attestation of acknowledgment is of the
the proper handwriting of the said David Chapman, and was so set and sub-
scribed by on the day, month, year, & at the place therein written respectively.
In witness whereof, I have hereunto set and subscribed my name, and
affixed my notarial scal, at Glasgow aforesaid, this Eleventh day of
August, in the year Eighteen hundred and forty-one years.
(L.S.)
Scivi.
ADAM PATERSON, N.P.
Taken and acknowledged by James Whitelaw and
George Whitelaw (parties hereto), at Glasgow, in the
County of Lanark, the Eleventh day of August, Eighteen
hundred and forty-one years, before me, one of Her
Majesty's Justices of the Peace for the County of
Lanark,
DAVID CHAPMAN, J.P.

page_text: Richard Archibald Brooman, of Fleet Street, in the city of London,
Gentleman, maketh oath and saith, That he is acquainted with the character
of the handwriting of David Chapman, Esquire, a Justice of the Peace
residing at Glasgow, in the County of Lanark, within that part of the United
Kingdom of Great Britain and Ireland called Scotland. And this deponent
further saith, that the name or signature "David Chapman," with the
addition "J.P.," set, subscribed, and written upon or indorsed in the margin
of the Specification marked A. hereunto annexed, and dated the 11th day of
August instant, and purporting to be executed by James Whitelaw and
George Whitelaw, both of Glasgow aforesaid, engineers, whereby it is stated
that the said Specification was acknowledged by them the said James White-
law and George Whitelaw before the said David Chapman, on the said
Eleventh day of August instant, at Glasgow aforesaid, is of the proper hand-
writing of the said David Chapınan. And this deponent further saith, that
the said David Chapman, at the time of setting and subscribing his name to
the said Specification in manner above stated, was and now is, to the best
of the knowledge and belief of this deponent, one of the Justices of the Peace
acting in and for that part of the United Kingdom of Great Britain and
Ireland called Scotland.
AND BE IT REMEMBERED, that on the oath of Richard Archibald
Brooman the Specification aforesaid was inrolled word for word as above
written. And also the Specification aforesaid was stamped according to the
tenor of the Statute made for that purpose.
Inrolled the Fourteenth day of August, in the year of our Lord One
thousand eight hundred and forty-one.