IMPROVEMENTS IN MACHINERY FOR STARTING TRAMWAY AND OTHER VEHICLES, AND IN THE APPLIANCES CONNECTED THEREWITH
Year: 1878

page_text: LETTERS PATENT to Henry Percy Holt, of Royal Insurance Buildings, Park
Row, Leeds, in the County of York, Civil Engineer, for the Invention of
"IMPROVEMENTS IN MACHINERY FOR STARTING TRAMWAY AND OTHER
VEHICLES, AND IN THE APPLIANCES CONNECTED THEREWITH."
Scaled the 8th November 1878, and dated the 29th August 1878.
PROVISIONAL SPECIFICATION left by the said Henry Percy Holt at
the Office of the Commissioners of Patents on the 29th August 1878.
"
HENRY PERCY HOLT, of Royal Insurance Buildings, Park Row, Leeds, in the
County of York, Civil Engineer. IMPROVEMENTS IN MACHINERY FOR STARTING
TRAMWAY AND OTHER VEHICLES, AND IN THE APPLIANCES CONNECTED THERE-
WITH."
My Invention consists in an improved apparatus for starting tram cars and other
vehicles, the main features of which are similar in principle to those specified.in the
Letters Patent granted to me on the 8th day of November, 1877, No. 4178, and
the improvements and alterations herein-after set forth being such as practical
experience in the road shewed to be desirable and necessary..
The several parts and the purpose of the same of my said Invention may be
described as follows:-A ratchet wheel may be keyed fast on to each axle of the
vehicle, or two ratchet wheels may be keyed fast on to one axle of the same, where
the wheels are fixed on the axles, and wheels and axles revolve together in such. a
manner that one ratchet wheel may be used, together with the other appliances, for
moving the vehicle in either respective direction in which the vehicle runs on the
road. In connection with each of the said ratchet wheels, a lever or quadrant,.or
in some cases, a volute cam, is provided and pivoted in such a manner as to move
round the horizontal centre line of the axle as a fulcrum. On this lever a pawl is
so placed that it can be moved in and out of gear with the ratchet wheel by
appliances provided for the purpose, and a chain or link being attached to the said

page_text: lever at one end, and to a suitable multiplying lever pivoted on the car or vehicle
frame at the other end, and the tractive force being applied to the multiplying
lever by means of a draw rod or slide, a mechanical advantage is obtained for the
tractive force for the purpose of turning the ratchet wheel, and consequently the
axle and road wheels.
For the purpose of actuating the aforesaid pawl according to the requirements of
working of the apparatus, the said pawl is keyed on to a spindle which passes
through suitable bearings provided on the aforesaid lover. On one end of this
spindle, which is continued through one bearing, a spur pinion may be placed so as
to work loosely on the spindle, but be pressed against a friction surface formed of a
collar forged on the said spindle, by means of a spring, which is held in position by
a nut placed on the end of the spindle, so that on the said pinion being placed in
gear with a stationary rack, which is situated on the side nearest the centre of the
axle, the backward and forward motion of the aforesaid lever, caused by the appli-
cation of the tractive force on the one hand and a returning spring provided for the
purpose on the other, causes the pawl to be thrown in and out of gear with the
ratchet wheel, the friction surfaces slipping on each other after having moved the
pawl through the extreme range allowed between the ratchet wheel and a stop
provided on the lever.
In order to prevent the pawl being shaken into gear when the vehicle is running
in the opposite direction to that in which they respectively act for moving the car,
a notch is cut, generally in the collar on which the friction surfaces are formed, and
which is keyed or forged on the pawl spindle, and practically in a piece with the
pawl, and a tooth or projection is formed on a suitable piece placed on the rack
frame in such a manner that on the apparatus assuming its extreme inner position
with regard to the centre of the car, the said tooth or projection engages in the said
notch, and thus locks the pawl out of gear of the ratchet wheel.
On the tractive force being uncoupled from the aforesaid starting, apparatus, and
after the spring provided for the purpose has caused the apparatus to assume its
innermost position with regard to the centre of the vehicle frame, a safety pin is
inserted in the hole or slot in which the coupling pin or hook which connects the
tractive force to the vehicle is usually placed, in such a manner as to engage in a
generally similar hole, in a fixed lug, or a suitable piece on the vehicle frame, so as
to lock in the draw rod and lever, &c., of the apparatus, so that on the vehicle
running in the opposite direction to that in which the thus locked-in apparatus
acts in moving the vehicle, the draw-rod lever may not be accidentally jerked out,
and thus throw the pawl into gear with the ratchet wheel.
The coupling pin may generally be used for this purpose of locking-in the draw
rod, and also generally the same hole used for coupling the tractive force to the
vehicle, but sometimes special holes and pins may have to be provided..
When the ordinary coupling pin is used, it is made of such a length' as not to
engage into the hole in the locking lug when the cross bar or gear is in place for
working.
In lieu of the aforesaid spur pinion and rack and friction disc, the pawl. being
carried on a spindle as before, a crank may be keyed on to the pawl spindle, and a
friction apparatus may be attached to the said crank by means of a suitable eye or
loop. Through this friction apparatus a rod is passed, attached at one end to the
car frame, on which rod the frictional parts act so as to form any given resistance
to the passage of the rod, which resistance is utilized for working the crank, and
consequently the pawl, during the oscillation of the lever, the crank pin being
placed on the side of the spindle nearest the centre of the axle..
The frictional apparatus for working the crank may sometimes be more conve-
niently placed on the frame of the vehicle.
In the case of a vehicle having loose independant wheels, such as an omnibus, the
ratchet wheels are attached to the wheel naves or bosses, and consequently two sets
of apparatus are required. Further, one-ratchet. wheel. keyed on to one axle,
with two pawls mounted on one lover, and actuated in a similar manner to the

page_text: before-mentioned methods, may be used, but as the adjustments are necessarily
dependent on each other, the separate method is generally preferable.
The particular arrangement of parts which I prefer to use in carrying out my
Invention is as follows:-I provide a ratchet wheel of suitable diameter for
allowing the whole of the parts of the apparatus to be placed underneath the body
of the vehicle without interfering with the floor of the same, and on each side of
this ratchet wheel, and forming part of the same, is a boss of sufficient length for
forming a bearing for the lever before mentioned; this ratchet wheel is keyed on
to either axle of the vehicle, as may be most convenient, but generally the trailing
axle.
The lever before mentioned which carries the pawl which forms the connection
between the ratchet wheel and the said pawl lever, is formed of a hollow or box
casting, which is so constructed as to entirely envelope the said ratchet wheel and
pawl so as to form an oil box, and at the same time a dirt guard for the ratchet
wheel and pawl. The spindle on which the pawl and crank are mounted is passed
through this box, and the crank only is thus exposed to the effects of the weather,
and dirt off the road. The crank is placed in such a position as at all times to give
sufficient leverage over the pawl to a friction rod which is attached by means of an
eye to the crank pin which passes through the same, and on that side of the
spindle which will cause the crank to throw the pawl into or out of gear with the
ratchet wheel by means of the motion of the pawl lever. This friction rod slides
through a pair of suitable dies which are contained in a suitable case, and which
dies are pressed against the said rod for the purpose of obtaining frictional resistance
to the passage of the rod through the dies by means of springs or weights; that part
of the rod which slides through the dies is covered with a brass tube which is held
in position by a collar and a nut on the end of the rod, which nut also forms a stop
to the pawl lever and the spring herein-after described, which holds the pawl out
of gear with the ratchet wheel through this medium. This frictional resistance to
the passage of the rod is utilized for working the crank, and, consequently, the pawl,
which working freely in the bearings of the spindle, on the lever being moved by
the multiplying lever and connections in the direction in which the apparatus is
designed to act, the pawl is thrown into gear with the ratchet wheel, and on the
lever being moved in the opposite direction to the same, the pawl is thrown out of
gear with the ratchet wheel, and leaves the ratchet-wheel axle and road wheels free
to move in any direction.
For the purpose of returning the parts of the apparatus to the inner or disengaged
portion I provide a spring of sufficient strength to overcome the resistance of the
friction & weight of the parts, and also to safely hold out of gear the pawl from
the ratchet wheel.
I connect the pawl lever to the multiplying lever by means of a chain, which is
secured to one end of a volute groove formed on the said lever by means of a pin
passing thro' lugs on each side of the said groove, and in working the said chain is
uncoiled from the said volute groove on the pawl lever in such a manner as to vary
the proportion of the leverage obtained on the said groove from about five to three,
or in any other suitable ratio, which shall, as the vehicle moves after starting,
gradually decreases the mechanical advantage of the apparatus, and consequently
gradually increase the proportionate speed of the vehicle on the road to that of the
motive power applied to the apparatus.
For the purpose of increasing the mechanical advantage of the hauling power, I
pivot a lever on the outer side frame of the vehicle, body, or otherwise, as may be
desirable, the point of attachment of the said power to the said lever being
generally in the plane of the horizontal centre line of the vehicle body, and the
aforesaid chain is coupled into the said lever at any suitable point, to obtain the
necessary increase of power required.
The connection between the said multiplying lever and the tractive power is
generally formed, in the case of a horse car, of a wooden slide, on the outer end of
which is placed suitable fixings for supporting a pole and attaching the gear, whilst,

page_text: in the case of the employment of mechanical power, such as a steam locomotive
engine, a coupling rod or chain with suitable connecting parts may be used.
The locking or safety pin before mentioned I place through a hole in an iron
plate in the platform floor in the case of a tram car, in such a manner as that it
passes through a hole which is made for the purpose in the sliding wooden bar
before mentioned, so as to prevent the bar from being drawn out and thus throwing
the pawl into gear with the ratchet wheel when the car is moving in the opposite
direction to that in which the locked in bar acts, moving the car.
The same pin may
be usually used for locking the bar and coupling the power. In the case of
mechanical power being used the draw bars may be locked in the most convenient
manner.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Henry Percy Holt in the Great Seal Patent Office on the 28th
February 1879.
HENRY PERCY HOLT, of Royal Insurance Buildinge, Park Row, Leeds, in the
'County of York, Çivil Engineer. "IMPROVEMENTS IN MACHINERY FOR STARTING
TRAMWAYS AND OTHER VEHICLES, AND IN THE APPLIANCES CONNECTED THERE-
'WITH."
L
The object of this Invention is to provide apparatus which shall give a mechanical
advantage to any locomotive power (which may be applied for moving tram cars or
other vehicles) at the starting or commencement of the motion of the same, for the
purpose of overcoming the resistance of inertia of the vehicle and load, and the
friction of repose of the wheels and axles of the same by the application of only
about the same amount of force as may be required to maintain the said motion of
the vehicle after it has been started.
For the purpose of accomplishing the before-mentioned object of this Invention
a great many similar arrangements of mechanism and parts may be used, but those
which I have found by practical experience to most generally meet the require-
ments of the common exigences of the road, and which I claim as my Invention
secured to me by the herein-before in part recited Letters Patent, are set forth in
the following description and shewn on the accompanying Sheets of Drawings, and
the parts and the particular combination of the same, are referred to by means of
the letters and figures shewn thereon.
Referring to Sheet No. 1, Figs. 1, 2, & 3, shew an arrangement which I generally
prefer to use, and in which I provide a sliding bar a having suitable fittings b for
the attachment of horse gears on draw bars from the locomotive power, and also
brackets and couplings c for the transmission of the said power to the multiplying
parts of the apparatus. The said bar a is mounted generally in roller bearings d, a,
for the sake of reducing friction, and is capable of being moved forwards & back-
wards in the said bearings d, d, through any range or distance that may be deemed
suitable to the requirements of the particular kind of traction to which the apparatus
may be applied. The bar is drawn out by the locomotive power being applied to
the bracket b, and on the strain of the same being released it is returned to its inner
position by the action of a spring e which is attached to the bracket f, which is
fixed on the said bar a. I also provide a stop ġ to the outward motion of the said
.......

page_text: bar a, which stop also carries the strain of the tractive force after the vehicle is
started. To the bracket c 1 attach a straining chain or rod c, which transmits the
tractive force from the bar a to a pair of chain grooved or other suitable cams h, h,
[which I use in connection with the volute on box lever j], which are either cast
together by the sleeve ³ or are keyed fast on the same, so as to be practically in
one piece; and the whole are mounted on a spindle or shaft h³, which is supported
by brackets or hangers hand. The said cams are so arranged that the chain c
being fastened at c to the cam h the cam h has a mechanical advantage over the
cam h', which is equal to about two to one; also the said cams are so arranged that
the straining chain i being fastned to the cam h¹ at i', as the bar a is drawn out by
the locomotive power the proportions of the said cams with regard to the strains
imparted to the chains c¹ & i, and the semi-revolution of the same on the shaft h³,
gradually diminishes the mechanical advantage of the cam h over the cam h¹, until at
the end of the stroke or movement of the apparatus when performing its functions the
cam h¹ has a mechanical advantage over cam h, as regards the radial distance of the
centres of the two chains aforesaid, to such an extent as may be necessary to bring
the velocity of the whole up to the velocity of the locomotive power, so that from
the locomotive power at the starting of the vehicle, having about twice the velocity
on the road of that of the vehicle, by means of the variation of the mechanical
power of the said cams, the velocity of the vehicle is brought up to that of the
locomotive power without any sudden shock, and thus about the same amount of
tractive force by means of the apparatus aforesaid can be made to start a vehicle as
that which is necessary to maintain the motion of the said vehicle after it is thus
started.
The general purpose of the apparatus being to turn the wheels & axles of the
vehicle in the direction in which the locomotive power is moving at such time as
the said power is first applied for starting the same, and also to allow the said
wheels and axles to run freely when the said apparatus is not performing its
functions, either when the car or vehicle is sufficiently started in its motion, or
when the said wheels and axles are running in the opposite direction to that in
which the set of apparatus is designed to act. The chain i is carried and fastened
at to a box lever j (the boxing of which serves to contain grease, & also to
protect the rachet wheel from dirt), which is carried on the boss or bosses of a
ratchet wheel k in such a manner that the boss of the said ratchet wheel, which is
keyed fast on the axle k, can run freely in the eye of the lever j, which embraces
the said boss. The box lever j is fitted with a pawl for the purpose of engaging
the teeth of the ratchet wheel k at such time as the vehicle is about to be started
by the aid of the said apparatus. The pawl is mounted & keyed fast on to a
spindle m which passes through the box lever j, and at the outside of which the
said spindle is fitted with a crank and crank-pin m, by preference forged solid with
the said spindle. The object of this crank is to place the pawl into gear with the
teeth of the ratchet wheel at the commencement of the Drawing out of the sliding
bar a by the locomotive power, and to hold the said pawl out of gear with the said
ratchet wheel at such time as the said apparatus is inoperative, either after it has
performed its functions, when the wheels of the vehicle are running in the direction
in which the said set of apparatus is designed to act, or when the wheels of the
vehicle are running in the opposite direction to the same. The said action of the
said crank and pawl is produced by the motion imparted to the box lever j by the
tractive power through the medium of the intervening parts and a friction rod n,
which is provided with an eye embracing the crank pin m¹ at one end and a stop
collar nut & pin m² at the other; the body of the said friction rod passing through
friction dies n, which are pressed by springs n' & cover plates n³ [shown in detail
on Sheet 3], the whole being contained in the box casting o; sufficient pressure
on the friction rod being brought to bear by means of the said springs and dies to
enable the said friction rod to rock the said crank, spindle, & pawl, in its bearings
at any point in the stroke of the aforesaid box lever j at the commencement of
motion of the same in either direction.

page_text: 1 The connection between the aforesaid box lever j and the aforesaid cam h¹ being
a chain or similar flexible medium, a double hook & spring p, which is fixed at
one end to the car frame q, is necessary to return the said box lever to its inner
position after it has performed its functions in turning the wheels of the vehicle at
starting. On the aforesaid box lever j assuming its extreme inner position, the
stop m² on the said friction rod n is so adjusted that the pawl is held out of gear
with the ratchet wheel & against the inside of the box lever casting j or a suitable
stop, by the strain of the returning spring pacting through the box lever, pawl, spindle,
crank, friction rod and stop aforesaid, a little slack being allowed in the chain i for
the purpose of causing the stop m² on the said friction rod to act as the stop to the
backward motion of the said box lever, & consequently utilizing the whole force
of the spring p for holding out of gear the said pawl with the said ratchet wheel at
such time as the apparatus is in a state of rest with regard to its functions, or as
the vehicle may be running in the opposite direction to that in which the apparatus
is designed to act. A suitable stop at the extreme inner position of the sliding
bar a is generally provided, so as to allow of the slack in the chain i aforesaid,
For the purpose of preventing the pawl from rattling on the ratchet wheel.k at
such time as the said ratchet wheel overruns the said pawl, I provide a spring &
chain 7, attached at one end to the crank,m², and at the other end to the lugs 8 on
the sleeve h².
At the begining of the motion of the apparatus in performing its functions, the
said spring has no tention on it, but as the motion progresses, the stroke of the
pin through the lugs & being greater than the stroke of the crank pin m², the said
spring is gradually stretched until at the end of the said stroke & motion of the
said parts the strain of the said spring is greater than the frictional resistance of
the dies in the box o to the passage of the rod n, and the consequence is, that on
the ratchet wheel over-running the pawl, after starting a vehicle, the pawl is drawn
against its outward stop by the said spring, and is there retained until the backward
motion of the apparatus releases the said strain on the said spring, and the frictional
résistance of the box and parts o again come into play.
Vehicles which run both ways without being turned round, such as tram cars,
require to be fitted with two sets of my said apparatus, one for running each
way.
The Drawings on Shoot No. 2 are of enlarged details of the parts referred to in
the foregoing description of Sheet No. 1, and the same letters refer to the same
parts, as in Sheet No. 1.
Figs. 1, 2, 3, 4, & 5 are a side elevation, cross section, & plan of the sliding bar
and fittings referred to; and Fig. 6 is a plan and end elevation of the bar belonging
to the opposite end of the bar, & fittings to the one shewn in the foregoing Figures
on this Sheet.
Figs. 7 & 8 represent a vertical section of the multiplying cams, shaft, and
brackets, and a cross section and an end elevation of the same.
The Drawing on Sheet No. 3 are also of enlarged details of the parts mentioned
in the description of Sheet No. 1, the same letters here referring to the same parts
also.
Fig. 1 represents a vertical section, front elevation, horizontal section, cross section,
and plan of the friction box, and the parts contained therein.
Fig. 2 represents a vertical section, cross section, and plan in elevation of the
aforesaid box lever, shewing ratchet wheel, pawl, pawl spindle, & crank in elevation,
and also plan and side elevation of double hook for spring.
Fig. 3 shews detail ratchet wheel, front and end elevation.
Fig. 4 shows both outside elevations of box lever and plan of under cap of
same.
·
Fig. 5 shews enlarged detail of section of ratchet wheel and teeth.
The Drawings on Sheet No. 4 are of an alternative method of mounting the
fittings [on the before-mentioned sliding bar] for horse gears or draw links, also of
an alternative methods of multiplying the power of or gaining a mechanical advan-

page_text: tage for the locomotive power, and of working the before-mentioned pawl with
regard to the ratchet wheel aforesaid.
Figs. 1, 2, & 3 represent a longitudinal vertical section of a car frame and wheels
and end elevation; and a plan respectively of a tram car frame & wheels fitted
with the apparatus.
The sliding bar a is shewn, fitted with roller or other bearings or guides, and has
a cross bar a pivoted underneath, to which are attached connecting rods a², a; for
horse gears, passing through the loop bearings a³, a³. The sliding bar, outer end, is
fitted generally with an iron socket 6 and bracket b¹ for draught pole or draw links;
which can be removed when not required. A loop fork c is fixed into the sliding
bar a for the attachment of the straining link or chain c¹, which at its opposite end
made fast by a suitable fork and pin to the multiplying lever d', which is pivoted
on a suitable stud d²; a chain e¹ is attached to and carried from the said multiplying
lever at e² to the box lever j, which is in all respects the same as in Sheet Nos.
& 2, as also in the friction rod n and box-o.
The action is the same as in the apparatus before described, with the difference
that the speed of the vehicle is not by the action of the multiplying lever,brought
up to the speed of the locomotive power further than is effected by the volute on
the box lever j.
The same letters refer to the same parts, as in Sheets 1, 2, & 3.
Figs. 4 & 5 shew a longitudinal vertical section of a car frame fitted with my
apparatus, and an alternative method of working, the before-mentioned pawl with
regard to the before-mentioned ratchet wheel, and which is accomplished by sub-
stituting a rack & pinion and friction disc or rings, and a tooth and notch for
placing the said pawl in and out of gear with the said ratchet wheel, and for
locking out of gear the said pawl in place of the friction rod, box, & dies before
described.
The Drawings on Sheet No. 5 are of details of the before-mentioned friction rod &
box as applied to the box lever aforesaid in the Figs. 1, 2, & 3, on Sheet No. 4, and are
similar to that described as applied to Figs. 1, 2, & 3, Sheet No. 1, and are shown
by Figs. 1, 2, & 3, which are a side elevation, part in section, a front elevation,
and plan.
Figs. 4, 5, 6, & 7 are a vertical section through the rack and pinion before named,
and mentioned in Sheet 4 as an alternative method of working the pawl aforesaid;
and the same letters refer to the parts which are similar to those in the before-
described Drawings. The pawl spindle m is shown having a collar or disc m¹ forged
solid with it or keyed fast on, and also a continuation of the said spindle m²,
and with a nut and pin fitted to the end of the same.. A wooden or other friction
collar or ring n is interposed between the said collar m² and a pinion n¹ which is
pressed against the said friction collar or ring by a spring o, which is secured by
the nut and pin o¹; a rack p² is cast in and carried by a box p¹, and the said rack
is in gear with the pinion n. The said box p¹ is secured to the car frame q by
means of a connecting rod either bolted to the said box p', or fastened by a hinged
joint, Fig. 7, to the same at the one end, and at the other to the car frame by
means of a forked bracket, eyes, and pin t.
A tooth u on a bridle u', which is used for retaining the box-casting p¹ in posi-
tion, is provided for engaging in a suitable notch in the friction collar M', and
consequently locking the pawl out of gear with the ratchet wheel k when the
apparatus is in a state of rest with regard to its functions.
The pawl is thrown in and out of gear by the pinion n' rolling on the rack p³,
and thus communicating the necessary motion through the medium of the friction
disc n and the collar m, which allows the superfluous motion of the pinion to be
lost. The drawing chain is connected to lever j by lugs i².
The Drawings on Sheet 6 shew an alternative arrangement for attaching cross
bars or pole for horse cars. The letters, refer to the same corresponding parts as
those on the other Sheets and Figures.
The arrangement and working is described as follows:-I provide a vertical hinged

page_text: bracket, a, a, Figs. 1, 2, & 3, which is fixed as shown on to the footboards of the car
frame q by means of metal straps c¹, c¹, and bolts.; the fittings b for the horse.gear
& pole are formed on the said bracket a, a. The straining chain cis attached to
the said bracket a, a, at c²; and is carried to the grooved cam h, which is pivioted on
a stud h³ which is which is fixed on the car frame by plate h*;.the straining chain i
is fixed to the cam h¹ at 2, and is from thence carried and fixed to the box lever,
às in Sheet 1, Figs. 1,.2, & 3.
The lugs 3 are provided for tlie attachment of the spring which is described as
being employed for preventing the rattling of the pawl or the ratchet wheel, also as
in Sheet 1, Figs. 1, 2; & 3. The action of the differential cams handh is the same
as in Sheet 1. The apparatus is returned to its inner position by the spring
which is used for that purpose on the aforesaid box lever, or by any, convenient
method.
!
Having now described the object of my said Invention, and the manner in which
I prefer to carry. the same into effect, I wish it to be understood that what I claim
as secured to me in these Letters Patent is,―
Firstly. The form of parts and general combination of the same, substantially as
described and illustrated, for the purposes named.
Secondly. The arrangement of differential cams between the draw‘chain and
ratchet lever, substantially as described and illustrated, for the purpose named.
Thirdly. The arrangement, form, and general combination of box lever, pawl, and
racket wheel. on axle, substantially as described and illustrated, for the purpose
named.
"
Fourthly. The arrangement of friction 'rod, box, and dies and lever on pawl
spindle for working same, substantially as described and illustrated, for the purpose
named.
Fifthly. The arrangement of friction discs. on pawl spindle pinion, and toothed
sector for working and locking pawl, substantially as described and illustrated, for
the purpose named.
Sixthly. The arrangement of an arm or crank on cam shaft, connecting chain &
-spring-attached to crank on pawl spindle, substantially as described and illustrated,
for the purpose named.
Seventhly. The arrangement of lever for attaching & carrying cross bar for
horse cars and differential cams, substantially as described and illustrated, for the
purpose named.
Eigthly. The use of any of the above parts singly for the purpose named.
In witness whereof, I, the said Henry Percy. Holt, have hereunto set my
hand and seal, this. Twenty-sixth day of February, in the year of our Lord
'One thousand eight hundred and seventy-nine.