Year: 1887

page_text: Date of Application, 21st Mar., 1887
Complete Left, 21st Dec., 1887
Complete Accepted, 21st Mar., 1888
I, JAMES GORDON ALISON of Dock Engine Works, Birkenhead, in the County of
Chester Mechanical Engineer, do hereby declare the nature of this invention to be
as follows:-
This invention has for its principal object an indicator that shall show the direction
in which the engines are working or were last working, and give an indication of
their speed, and which can show at a glance whether it is itself in working order.
It consists essentially as regards its principal parts-
1st. In an indicator dial and pointer, which latter shall oscillate with each stroke of
the engine from zero point to one side for "ahead" and from zero point to the other
side if the engines be going "astern."
"
2nd. In a kicking apparatus worked by the pointer or the air in the tube here-
after described, which whenever the hand passes the zero point shall kick a pair
of semaphores marked "ahead or "astern" (or their equivalent) over, so that,
whichever is the right indicator for the moment shall become visible, preferably on
the dial. This portion is my own invention.
3rd. In a lamp fixed to the side of the indicator so that it shall illuminate both
dials, if there be two, so that they can be read at night as well as by day.
4th. In a tube connecting the diaphragm or piston of the indicating apparatus
already described with the pump and valve yet to be mentioned. This tube is filled
with the fluid pumped, preferably air, and is fitted with a double whistle and cap or
(cock), so that when the cap is withdrawn or the cock turned, whether the air in the
tube be above or below atmospheric pressure, it shall give a whistle note at each
stroke of the engine.
5th. In a four way cock worked from the reversing engine so arranged in com-
bination with the pump hereafter described, and the valves on the pump tube or cock

page_text: passages, that when the engines are going one way, say ahead, at every stroke of the
engine, the air in the tube shall range from atmospheric pressure to say n pounds per
square inch above, and when the engine is going astern, from atmospheric pressure to
n pounds per square inch of vacuum. I usually drill a small hole between the two
passages of the four way cock for leakage.
6th. In a pump consisting of a piston caused to reciprocate in a cylinder at every
stroke of the engine. One or both sides of the piston are connected by a tube or
tubes with the four way cock in such manner that there shall be alternately
(n pounds) of vacuum or pressure and zero on the tube as the engine is going ahead
or astern. This is effected by putting a valve in the piston to open only one way or
making the piston itself a large valve, or the valves can be on the fourway cock, or
on the pipes or passages, so that at the suction side an exit valve only operates, so
that as the piston is forced in, the valve opens allowing the air to escape and so
remain at atmospheric pressure, but on the piston being drawn back the valve closes
and thus allows a partial vacuum to form.
Similarly when the engine is going the reverse way and the cock is consequently
reversed, only an entrance valve is brought into play. The piston, in pressing in
then causes a pressure on the valve, and in drawing back brings that pressure back
to that of the atmosphere, but not below as any suction would be at once destroyed by
the opening of the entrance valve.
It will be seen at once that to do this a great variety of arrangements could be
adopted. Among the rest the following—
A valvular piston and two lines of tube to the fourway cock, a piston well
packed with leather or other packings, a single line of tubing and a fourway cock
with the valves on each of two passages.
Going more into details :-
I prefer to use a corrugated diaphragm as in an aneroid for the end of the
indicator tube, and on the centre of this place the stem that actuates the pointer by a
lever crank or rack and pinion and held normally to zero by a light spring.
In the fourway cock, I frequently prefer to hollow out the plug on one or both
sides so that it shall " open through wide limits. Also according to the arrange-
ment of valves and tubes, I alter its form considerably, thus the plug instead of
having two independent ways can have a single channel widely scooped out on one
side with a bore hole through to the opposite side of the plug-or two widely scooped
channels, or simply the ordinary two narrow passages as desired.
The fourway cock can be in the direct line of piping, or as I prefer usually on a
short branch pipe.
The mode of operation is as follows:
*
The engine being, at rest, the pointer is at zero, the air in the tube at atmospheric
pressure, and the semaphore showing either "ahead or astern" according to the
last motion of the engine. The engines being put ahead the piston or other pump
reciprocates with the engine causing a difference in pressure, and thereby causing
the needle or pointer of the instrument to oscillate at each stroke between zero
(stop) and ahead. The command is given "stop," the engine is stopped and the
motion of the pump ceases. The tube pressure and pointer fall to zero (stop), but
the semaphore still shows "ahead." The commad is now given "slow speed astern."
The engine is reversed (astern), the pump again works, and the needle oscillates
between "stop" and ". astern on the dial, at the same time kicking the semaphore
over to "astern." The needle oscillating once with each stroke, the captain on the
bridge can count the speed of the engine. It also shows the apparatus to be in good
working order, also by its means the captain can see how the engines are working
before the ship gets under weigh, so that if a mistake be made in the engine room,
will be instantly seen by the officer in command and countermanded.
"
Dated this 10th day of March 1987
WM. P. THOMPSON & Co.,
Agents for the Applicant.

page_text: Ipmrovements in Indicators or Automatic Telegraph Apparatus for
Indicating the Direction and Speed of Motion of Marine or
other Engines.
Partly a communication from abroad by EDOUARD LAMBINET, of Marseilles, in the
Republic of France, Inventor.
I, JAMES GORDON ALISON of Dock Engine Works, Birkenhead, in the County of
Chester, Mechanical Engineer, do hereby declare the nature of this invention and
n what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:-
This invention relates to those appliances which are used in engine rooms and
elsewhere for automatically indicating the direction and speed of the engine with
which they are connected.
It has for its principal object the production of an automatic indicator which shall
show the direction in which the engines are working or were last working which
shall give an indication of their speed, and which can also show at a glance whether
it is itself in working order.
It consists essentially as regards its principal parts
1st. In an indicator dial and pointer, which latter shall oscillate with each, stroke
of the engine from zero point to one side for "ahead" and from zero point to the
other side if the engines be going astern.
وو
2nd. In a kicking apparatus worked by the pointer or its equivalent or by the air
in the tube hereafter described, which whenever the pointer or hand passes the zero
point shall kick over a pair of semaphores marked "ahead ог "astern (or their
equivalent) so that whichever is the right indicator for the moment shall become
visible preferably on the dial.
3rd. In a lamp fixed to the side of the indicator so that it shall illuminate both
dials, if there be two, so that they can be read at night as well as by day.
4th. In a tube connecting the diaphragm or piston of the indicating apparatus
already referred to, with a pump and valve or valves, preferably of the form about to
be mentioned. This tube is filled with the fluid pumped, preferably with air, and is
fitted with a double whistle which is provided with a cock or its equivalent so that
when the latter is withdrawn or opened a whistle note will be given at each stroke of
the engine whether the air in the tube be above or below atmospheric pressure.
5th. In a four way cock worked from the reversing engine or reversing lever and
so arranged in combination with a pump, (preferably the one hereinafter to be
described) and with valves in the pump, pump tube, or cock passages, that when the
engines are going one way, say ahead, at every stroke of the engine, the air in the
tube shall range from atmospheric pressure to, say, n pounds per square inch above
it, and when the engine is going astern from atmospheric pressure to n pounds per
square inch of vacuum.
6th. In a pump consisting of a cylinder and a piston which is caused to recipro-
cate at every stroke of the engine. One or both ends of the cylinder are connected
by a tube or tubes with the four way cock in such a manner that there shall be
alternately (n pounds) of vacuum or pressure and zero on the tube as the engine is
going ahead or astern.

page_text: The way in which I accomplish the object of my invention is set forth in the
following description, reference being bad to the accompanying drawings in which :-
Figure 1, is a general view of my invention as it might be applied to a vertical
marine engine, and is shown only to illustrate more clearly the working of the
apparatus. The parts not included in my invention are shown in dotted lines.
Figure 2, shows a modified form of indicator.
Figure 3, a sectional elevation of the indicator proper with lamp attached.
Figure 4, a similar section at right angles to Figure 2.
Figure 5, is a transverse section (looking upwards) on line x, x Figure 4.
Figure 6, is a transverse section and
Figure 7, elevation of the four-way cock which is employed when the pump is
connected therewith by one tube only.
Figure 8, is a longitudinal section of pump when provided with one tube only.
Figure 9, similar section of pump with two tubes attached.
Figure 10, transverse section of fourway cock (with its connections) as used in
conjunction with the pump shown in Figure 9.
Figures 11 and 12 show the positions of the plug of foregoing cock in the middle
of its travel and at the opposite end of its travel to that shown in Figure 10.
In these like letters refer to like parts.
Referring first to Figure 1. A is the indicator in side and front elevation. B is
the fourway cock having a connection on the one hand with the indicator A and on
the other with the pump C. All three (A, B and C) may be placed in any convenient
position relative to the engine starting platform or bridge. Or there may be more
than one indicator connected to the same pump etc. for example, one might be in the
engine room and one ou the bridge. B and C, are here shown with only one con-
necting tube. The piston rod of the pump is connected by a rod D or other suitable
attachment to some part of the engine (such as the air pump lever D¹) which gives to
the rod D a movement similar to that of the engine piston, but reduced in amount.
By this means the pump piston makes one stroke for each stroke of the engine. The
actuating arm or lever 133, of the four way cock B is connected by a rod E or other
attachment to the reversing engine or reversing lever E' of the main engine or to
some part which has a similar movement to the reversing lever E' so that when the
said lever (or its equivalent) is in its three positions of "aliead," "stop," or "astern,"
the actuating lever B³ is at the commencement, middle, or end of its stroke.
Referring to Figures 3 and 4. In the cylinder N communicating at its lower end
with the indicator tube F, I place a piston N¹. To the centre of the piston and on its
upper side I attach, by a spherical joint n, the lower end of the indicator connecting
rod g. The said connecting rod, when moved by the piston N', actuates the
pointer or pointers gl through the medium of the lever or crank g² or by a rack
and pinion or other known device. The pointer (or pointers) is held normally to
zero or stop" by the coil springs N2 which press against either side of the piston N¹
and hold it normally about midway in its cylinder N. The outer ends of the
springs N2 abut against rings n' which are secured in the ends of the cylinder. An
annular air space Ñ³ is left between the lower portion of the cylinder and its supporting
standard N. The double whistle H hereinafter described communicates with this air
space and thus the air in tube F has always free access both to the whistle and
piston N¹. The particular indicator shown has two dial faces A' and two pointers g¹
on the same spindle (which carries the lever g²) so that the indicator may be read
from either side. To avoid confusing the words of command on one dial with those
on the other the dial plates are preferably made of ground glass or some other semi
transparent substance.
Figure 2 shows a modified form of indicator in which the piston N' is replaced
by a diaphragm. In the end of the indicator tube F I place a diaphragm G,
preferably corrugated as in an aneroid, and to the centre of this I attach a stem g.
This when moved by the vibrating diaphragm G actuates the pointer or pointers g¹
through the medium of the lever or crank g² or by a rack and pinion or other known
device. The pointer (or pointers) is held normally to zero or stop" by a light
"

page_text: spring g³ which engages with the studs on the stem g. The spring is fixed at
the other end to a piece which is pivoted to the indicator case at g and may be
adjusted from the exterior by the screw g.
The lamp A2 is carried in a socket A³ provided for that purpose on the side of the
indicator case A' and may be removed therefrom as required. It illuminates the interior
of the indicator through the aperture A³.
The double whistle H is mounted on the standard N and gives, preferably, two
different notes. When drawing in air (that is when the engine is going "aheal") it
may give for example a deep note and when blowing out (that is when the engine is
going "astern") it may emit a shrill note or vice versa. In place of one whistle two
whistles each with a self acting valve can be used one valve to close with suction and
open when there is a pressure in the tube, the other to close with pressure and open
with suction like the valves in a pump. The whistle (or whistles) is put in or out of
action when the valve H¹ is opened or closed by turning the button head h. The
valve H¹ being open, when the air in the tube F is below atmospheric pressure a
valve H2 is lifted by the outside air which enters at h¹, and produces a deep note, at
each stroke of the engine, in passing up the semi-circular reed 12; but when air in the
tube F is above atmospheric pressure it lifts, at cach stroke, a valve H³ and rushing
out through the whistle ³, causes it to give a shrill note.
The working of the semaphores I may be seen from Figures 3 and 4. They are
placed preferably on the inside of the dial plates A¹ being so mounted on the shaft ga
as to be able to turn freely thereon. Each arm i of the semaphores I bears the word
of command "ahead" or "astern" (or their equivalent). Each semaphore moves
behind its adjacent dial plate and through a straight or curved slot 12 therein, the
word of command may be read, the slot 12 being of such a length as to admit of only
one word being seen at a time. The two semaphores I are connected together by cross
bars so as to move synchronously. A stem I' fixed to the spindle in the same
radial position as the pointers g', comes in contact with one of the cross-bars ², when-
ever the pointers pass the zero or "stop" point, and pushes over the semaphores until
by their own weight they fall down. Their movement is, however, arrested, as soon
as the new word of command appears through the slot 12, by the stops 3, which are
preferably carried by the projecting arms of the brackets A6. Through the slot I²
that arm of the semaphore is visible, which bears the word of command corresponding
to the direction in which the engine is going, or was last going, the other arin being
hidden behind a dial plate. The cross-bars 2 are so located with reference to the stem
(that is to the pointer g') that as, when the engine is going ahead, the latter oscillates
between zero or "stop" and "ahead" the semaphore I remains stationary, and the
arm bearing "ahead" is alone visible. As soon as the engine is reversed the pointer
passes the zero or stop" point towards "astern" and engaging with one of the cross-
bars swings over the semaphore I and brings the "astern" arm into view, where it
remains until the engine is again reversed. It will be seen from this that when the
engine is stopped, that arm of the semaphore will remain in view which indicates the
direction the engine last took. Though this is a convenient way of actuating
the semaphores, it will be obvious that many other ways, the mechanical equivalent of
this, might be adopted.
6
In order that the indicator may give a correct register of the direction of movement
of the engine, it is necessary that there shall be a constant relation between the
pressure or vacuum brought to bear on the under surface of the piston N', and the
direction in which the engine is working. For the sake of simplicity in illustration,
and supposing that throughout this specification unless otherwise stated, the apparatus
is so constructed that as the engines go "ahead" there is more or less vacuum acting
on piston N1, and as they go astern there is more or less pressure acting on
piston N¹, zero being taken at atmospheric pressure. Of course these conditions
could be reversed if desired. Now the piston of the pump C has a constant recipro-
cating movement irrespective of the direction of revolution of the engine, and therefore
the pressure or vacuum produuced in that pump would not vary with the direction of
revolution. In order to produce this necessary variation, I place between the indicator

page_text: and pump, and in connection with the indicator tube F a four-way cock B such as
was herein before mentioned, and in conjunction with said cock, I use one or more
valves for the purpose shortly to be described. I may place the valve or valves in the
piston C or the piston may be itself a large valve as in Figure 9 or the valves may be
on the fourway cock as in Figures 6 and 7, or on the pipes or passages. The four-
way cock may be connected with the pump C by one or two tubes as preferred, the
object attained being the same in both cases. If one tube be used, I prefer to
construct the apparatus in the way set forth in Figures 6, 7, and 8, though it may be
considerably varied in detail and arrangement without diminishing its efficiency.
C, (Figure 8) is the pump piston, of any usual construction, the piston rod c² being
connected to the engine by rod D as shown in Figure 1. One end c of the pump
cylinder communicates with the indicator tube F, the other end c¹ having free access
to the air by apertures . The four-way cock B may be in the direct line of the
pipe F, but I prefer to connect it therewith by a short branch pipe f. B₁ is the plug,
the neck B2 of which is provided with an arm 133. To the outer end of this arm is
pivoted the rod E (Figure 1) by means of which the cock is caused to move
synchronously with the reversing lever of the engine. The cock shell has in it four
openings, distributed equally round the plug. The first opening f¹ opens sideways
into the branch tube; the second J, on the opposite side of the shell is open to the
outside air; the third, K, opens upward into an exit valve chest K¹; while the
fourth, L, communicates downwards with an inlet valve chest L. Both valve chests
are provided with covers k¹ and through which there is a communication to the
outside air by apertures &², 12. The exit valve k opens only when the pressure below
it exceeds that of the atmosphere, while the inlet valve will only open when the
pressure above it is less than atmospheric pressure. The plug B' I frequently hollow
out one or both sides so that it will ", open" through wide limits. Also the form of
the plug and the passages therein may be varied considerably according to the
arrangement of valves and tubes. I could use a plug with two widely scooped
channels or one with the ordinary two narrow passages, but the form I prefer (in a
cock having only one tube F) is that shown in Figure 6 another form (hereinafter
described) being used in cases where there are two connecting tubes. On one side of
the plug B, I scoop out a deep channel & wide enough to reach between the remote
edges of any two adjacent openings in the shell, and I bore a hole 2 through from
channel to the opposite side of the plug. As the piston C nears the end c of
the cylinder it tends to compress the air in F, and raise the piston N. Should
the engine be going "ahead," the plug B and the arm B³ are in the position shown in
Figures 6 and 7, there is a free passage from F through band K to the exit valve k
and
any increase above atmospheric pressure in those passages is prevented by the exit
valve rising and allowing air to escape. Also as the piston Crecedes from the end c
of the cylinder its tendency is to produce a partial vacuum in F and to depress the
piston N¹. This it succeeds in doing as the valve is held against its seat by the
pressure of the outside air. From this it will be seen that neither on the ingoing nor
outgoing stroke of the pump can the pressure in F' rise above that of the atmosphere
so long as the plug is in the position shown, that is so long as the engine is going
"ahead so that in this case the piston N can only be depressed from its normal
position. Should the engine be reversed, the arm B takes the position shown by
line B turning the plug, so that communication with the exit valve & is cut off, and
inlet valve' is open to F. This valve opens should the pump tend to produce a
vacuum and destroys said vacuum, but it closes as soon as the pressure behind it
reaches atmospheric pressure. Consequently when the engine is going "astern" it is
impossible to reduce the pressure in the tube below that of the air outside and
the piston N can only be raised above its normal position. As the lever B³ passes
the point of "stop," the hole 62, in the plug opens up a communication between the
outside air and that in the tube F and so restores the equilibrium within the tube.
In cases where it is desirable to use two connecting tubes F1 F2, I prefer to make
the apparatus in the form shown in Figures 9 to 12. The end c of the pump is con-
pected by the tube F with the cock passage K and the end c¹ by tube F¹ with the
::

page_text: ፡፡
passage L.
The opening J and communicate as in Figure 6 with the outside
air and the indicator tube respectively. Instead of placing an exit and inlet valve
on the cock B-I make the piston C' itself into a valve. The loose ring C³ plays
between the flanges C and C³ of the piston. On the ingoing stroke the piston is held
by its own inertia against the flange C and the air from the end c of the cylinder
passes between the flange C and the ring C3 and through the apertures C in the
flange C to the other end c¹ of the cylinder. On the outgoing stroke, the ring (3
is pressed against the flange C and there is no communication through the piston
between the two ends of the cylinder. The plug B has two channels and on
two opposite sides, their position relative to the arm B3 being the same as in Figure 6.
The hole, however runs through the centre of the plug parallel to the two
channels and not at right angles to them as in Figure 6.
As the engine goes
ahead," the plug is in the position shown in Figure 10, the tube F being in
communication with the end of the cylinder by means of the channel 1. On the
ingoing stroke the air in the end crushes through the holes into the end c¹ thus
preventing a rise of pressure in the tube F. On the outgoing stroke the piston valve
closes, and a partial vacuum is formed in the end and therefore in the tube F, the air
from end passing out at by means of FL, and J. Conversely when the engine
is reversed and the plug is in the position shown in Figure 12, the tube F com-
municates with the end c¹ of the cylinder by means of the channel and the tube F2,
the end c being open to the air through the tube F1 channel b, etcetera. The out-
going stroke drives the air in the end c¹ through the tube F2 and channel into
tube F and causes the pressure therein to rise above atmospheric pressure, while
on the ingoing stroke the piston valve opens and there is a free communication
between tube F and the outside air (by means of FC F¹ and J) which
prevents the pressure in tube F from falling below that of the atmosphere. It will
thus be seen that the intimate effect produced by this form of apparatus is the same
as that obtained by the arrangement shown in Figures 6. 7 and 8, namely, as the
engine goes
ahead" the piston N¹ is depressed from its normal position, and as it
goes "astern," the piston is raised above its normal position. The hole 6, as the plug
passes the "stop" point serves to establish an equilibrium between the two ends of the
pump C, as may be seen from Figure 11.
In the foregoing, I have described a separate pump (used in combination with a
fourway cock B, as a means of obtaining a pressure in tube F, either above or below
atmospheric pressure. It must not be understood, however, that such a pump is
absolutely necessary, as I could obtain the desired pressure or vacuum by combining
a cock (such as that shown in figure 10) on the one hand, with a tube leading to
the steam cylinder or the boiler, and, on the other hand, with a tube F¹ in connection
with the ordinary engine air pump or even the condenser. But I prefer to use an
independent pumping apparatus as simpler and more effective, especially as in starting
there is often no vacuum in the condenser, and therefore the indicator would act
feebly or not at all on the vacuum side. The pneumatic pump also obviates any
chance of leakage, corrosion or condensation in the pipes incidental to the use of steam.
My pump, too, practically requires no power to work it beyond that to overcome
friction, as the power used in compressing the air or forming the exhaust in the forward
stroke is given back in the return stroke while any leakage is compensated by my
system of valves so that at the termination of every stroke the pressure is brought
exactly equal to that of the atmosphere.
The mode of operation is as follows:-
33
The engine being at rest, the air in the tube F is at atmospheric pressure, the
piston Nin its normal position, and consequently the pointer g' is at zero or stop,
the semaphore i, showing either "ahead" or "astern" according to the last motion of
the engine. The word of command "ahead" is given. The engine being put ahead
the piston Creciprocates with it, at each stroke causing a difference of pressure in F
varying from zero to n pounds per square inch below it. As a result the piston N¹
vibrates between its normal point and any point below it, and thereby causes the
pointer g of the instrument to oscillate at each stroke between zero stop" and
(

page_text: "ahead." The command is given <<
"
29
stop," the engine is stopped and the motion of
the pump ceases. The tube pressure rises to zero and the pointer indicates "stop,"
but the semaphore still shows "ahead." The command is now given "astern." The
engine is reversed astern, the pump again works, but the needle now oscillates between
"stop" and " astern on the dial, kicking the semaphore over to "astern as it passes
the zero or "stop" point. The needle oscillating once with each stroke, the captain
on the bridge or the engineer on the platform can count the speed of the engine. It
also shows the apparatus to be in good working order, also by its means the captain
or engineer can see how the engines are working before the ship gets underweigh, so
that if a mistake be made in the engine room, it will be instantly seen by the officer
in command and countermanded.
Having now particularly described and ascertained the nature of my said invention,
and in what manner the same is to be performed, I declare that what I claim is :-
The automatic indicating telegraphic apparatus taken as a whole, substantially
as herein described and illustrated, also the following parts or points taken separately.
(a) The combination of an indicator and conducting tube substantially as and for
the purposes described with a valve or valves connected to the reversing apparatus or
equivalent part of the engine in such manner, that when the engine is standing, the
contents of the conducting tube must be at atmospheric pressure, but when the engine
is set in motion in one direction there shall be an average pressure in the tube above
the atmosphere, and when it is set in motion in the other direction there shall be an
average pressure in the tube below that of the atmosphere.
(b) In an automatic indicating telegraphic apparatus for the purposes described a
pulsating apparatus operating upon the telegraphic medium and operated by and
running synchronously with the engine in combination with a valve apparatus con-
nected with the reversing gear of the engine and operating upon the telegraphic fluid
in such manner as. to instantly neutralise any tendency of the latter to rise above
atmospheric pressure when the engine is going in one direction (forward or backward)
or to fall below atmospheric pressure when the engine is going in the reverse direction
while allowing the opposite tendency in each case.
(c) The combination with an indicator such as described of two tubes F1 F2, one of
them containing a fluid at an average pressure below the atmosphere and the other
one at an average pressure above the atmosphere, and a cock or valve so actuated by
the reversing gear or other equivalent part of the engine that when the engine is
going forward the one pressure actuates the indicator, and when it is going backward,
the other pressure actuates the indicator, and when the engine is at rest the atmospheric
pressure is alone upon the indicator.
(d) In combination with a device for causing alternating pulsations in the tele-
graphic fluid, the arrangement of valves substantially as and for the purposes herein
described.
(e) In combination with an indicator worked by differential fluid pressure a
whistling device substantially as and for the purposes described.
(f) In an automatic indicating telegraphic apparatus for the purposes described a
tell-tale device (such as semaphores I) thrown over at each reversing of the engines
and remaining thrown over at 'stop' whereby the direction last travelled is always
observable.
(g) The arrangement of spring balanced piston N' and its connections, substantially
as and for the purposes herein described.
1007
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool,
Agents for the Applicant.