IMPROVEMENTS IN RAILWAY SWITCHES AND IN THE MEANS FOR OPERATING THE SAME, AND FOR INDICATING THEIR POSITION
Year: 1878

page_text: LETTERS PATENT to Alfred Vincent Newton, of the Office for Patents, 66,
Chancery Lane, in the County of Middlesex, Mechanical Draughtsman, for the
Invention of "IMPROVEMENTS IN RAILWAY SWITCHES AND IN THE MEANS FOR
OPERATING THE SAME, AND FOR INDICATING THEIR POSITION." A communica-
tion from abroad by Dwight Tracy, of Ridgewood, in the State of New
Jersey, United States of America.
aled the 8th October 1878, and dated the 25th April 1878.
PROVISIONAL SPECIFICATION left by the said Alfred Vincent Newton
at the Office of the Commissioners of Patents on the 25th April 1878.
ALFRED VINCENT NEWTON, of the Office for Patents, 66, Chancery Lane, in the
County of Middlesex, Mechanical Draughtsman. "IMPROVEMENTS IN RAILWAY
SWITCHES AND IN THE MEANS FOR OPERATING THE SAME, AND FOR INDICATING
THEIR POSITION." [A communication from abroad by Dwight Tracy, of Ridge-
wood, in the State of New Jersey, United States of America.]
This Invention more particularly relates to what are known as safety switches, in
which the switch, while capable of being shifted to any required position by hand,
is free to be automatically operated by a passing locomotive when said switch is
not set in line with the track on which the locomotive is travelling.
A leading object of the Invention is to construct the switch in such a manner
that its rails cannot be put in a dangerous position, and which shall be exempt
from all liability to derail a car, split a train in two, or do other damage to the
rolling stock. This may be explained by the following statement:-With switches
as ordinarily constructed, or now in general use, there are only two safe positions
for traffic in the direction of the divergence of the switch, viz., when set for the
main track or for the siding, the intermediate positions being of inherent danger.
Also, there is only one position that traffic in this direction can be kept on the main
line which is when the switch is locked in line or in connection with the main
track. In all other positions the train will be derailed or run on to the siding.
These conditions the present Invention reverses, and instead of there only being one
Prine 71

page_text: In all
position of the switch that traffic can keep the main line there is by the present
Invention only one position of the switch in which the traffic can leave the main
line, and that is when the switch rails are locked in line with the siding.
other positions of the switch traffic cannot leave the main line, and all intermediate
positions are inherently safe, consequently no derailment of carriages, splitting of
trains, or other damage can be done.
When the switch is set for the siding, by simply unlocking it and without moving
the switch rail, access to the siding is entirely cut off.
To these and other ends the Invention consists in certain combinations of a
movable safety rail, against which the flange of one of the advance wheels of the
carriage, engine, or train acts switch rails, one of which has attachad to it a guard
rail, and the moving ends of which rails are arranged to extend one beyond the
other a fixed guide rail to secure the operation of the safety rail when a carriage,
engine, or train is being run from a siding on to the main line, when the switch is
improperly set, and switch operating and locking mechanism connected respectively
with both the switch rails and movable safety rail by rods jointed to levers in the
locking box, such levers being mounted upon a common spindle, one lever being
keyed thereto, and the other loose thereon, so as to admit of one lever receiving
motion directly from the spindle when the apparatus is worked by a hand lever,
and the other receiving motion through the keyed lever on the spindle, such motion
being designed to actuate their respective rods in opposite directions.. This arrange-
ment admits of the switch being operated automatically through the forward
wheels of the train to ensure safety, as well as by hand to control the course of the
traffic.
The Invention also consists in a combination with the levers before mentioned,
with which the movable safety rail and the switch rails are connected by a locking
bolt, and its keeper or locking bar constructed to provide for the locking and
unlocking, and setting of the switch by the action of the flanges of the wheels on
the safety rail without regard to the thickness of the flange which actuates the
safety rail.
The Invention likewise consists in a certain combination with the lid of the lock
box of the switch by hand, and a movable fulcrum pin of the switch operating and
locking mechanism, whereby said lever is locked by said box when the latter is
closed and secured.
Furthermore, the Invention consists in a combination of a signal apparatus for
indicating the position, and locked or unlocked condition of the switch, with switch
operating and locking mechanism, and a moveable safety rail and switch rails con-
nected respectively with said mechanism in a positive manner, and whereby the
signal apparatus is (also positively operated by the movement of the safety rail.
This movement of the semaphore or other signal is effected by connecting it directly
with an arm of the lever which is keyed to the spindle before mentioned, such lever
being itself connected directly with the safety rail.
The Invention also consists in placing between the movable safety rail, and the
switch operating and locking mechanism, a slide worked from the signal box and
provided with devices for controlling the movement of the switch, and providing
for the automatic disengagement of said means with the devices by which the switch
is controlled from the signal box.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Alfred Vincent Newton in the Great Seal Patent Office on the
25th October 1878.
ALFRED VINCENT NEWTON, of the Office for Patents, 66, Chancery Lane, in the
County of Middlesex, Mechanical Draughtsman. "IMPROVEMENTS IN RAILWAY
SWITCHES AND IN THE MEANS FOR OPERATING FOR THE SAME, AND FOR INDICATING
THEIR POSITION." A communication from abroad by Dwight Tracy, of Ridgewood,
in the State of New Jersey, United States of America.
This Invention more particularly relates to what are known as safety switches,
in which the switch, while capable of being shifted to any required position by hand,
is free to be automatically operated by a passing locomotive or car when said switch
is not set in line with the track on which the locomotive or car is travelling.
A leading object of the Invention is to construct the switch in such a manner
that its rail or rails cannot be put in a dangerous position, and so that the switch
shall be exempt from all liability to derail a car, split a train in two, or do other
damage to the rolling stock. This may be explained by the following statement:-
With switches, as ordinarily constructed, or now in general use, there are only two
safe positions for traffic in the direction of the divergence of the switch, viz., when
set for the main track or when set for the siding the intermediate positions being
of inherent danger. Also, there is only one position for keeping the traffic on the
main line, viz., when the switch is locked in line or in connection with the main
track. In all other positions the cars will either be derailed or run on to the
siding. These conditions the present Invention reverses, and instead of there being
only one position of the switch that will ensure the traffic keeping on the main
line, there is by the present Invention only one position of the switch in which
the traffic can leave the main line, and that is when the switch rail or rails are
locked in line with the siding. In all other positions of the switch, traffic cannot
leave the main line, and all intermediate positions are inherently safe, consequently
no derailment of cars, splitting of trains, or other damage can take place.
When the switch is set for the siding by simply unlocking it, and without
moving the switch rail or rails, access to the siding is entirely cut off.
To these and other ends the Invention consists in certain combinations of the
moveable safety rail, against which the flange of one of the advance wheels of the car,
engine, or train acts a switch, the rail or one of the rails of which has attached to it
a guard rail, and the moving ends of which rails, when the switch has two rails, are
arranged to extend one beyond the other, a fixed guide rail to secure the operation
of the safety rail when a car, engine, or train is being run from a siding on to the
main line, when the 'switch is improperly set, and switch operating and locking
mechanism connected respectively with both the switch rail or rails, and movable
safety rails, substantially as herein-after described, and whereby the switch may be
operated automatically to ensure safety, or by hand, to control the course of the
traffic.
The Invention also consists in a combination with certain levers, in a lock box with
which the movable safety rail and the switch rail or rails are connected, of a locking
bolt, and its keeper or locking bar constructed to provide for the locking, unlocking,
and setting of the switch by the action of the flanges of the wheels on the safety
rail without regard to the thickness of the flange which actuates the safety rail.
The Invention likewise consists in a certain combination with the lid of the
lock box of the switch of a lever for operating the switch by hand, and a movable
fulcrum pin of the switch operating and locking mechanism, whereby said lever is
locked by said box when the latter is closed and secured.
Furthermore, the Invention consists in a combination of a signal or signals for
indicating the position and locked or unlocked condition of the switch, with switch

page_text: operating and locking mechanism, and a movable safety rail and switch rail or rails
connected respectively with said mechanism in a positive manner, and whereby
the signal is also positively operated by the movement of the safety rail.
The Invention also consists in a combination with a connecting means between
the movable safety rail, and the switch operating and locking mechanism of a slide
capable of operation by hand, and provided with devices for controlling said con-
necting means, the movement of the switch by hand, and providing for the automatic
disengagement of said means with the devices by which the switch is controlled by
hand to adapt the switch to a combination of switches, all controllable from the same
point or place, and in which no single switch can be moved and locked without the
other switches in the combination are properly set in relation with it, which combi-
nation of switches is known as the interlocking system.
Having thus specified the objects and nature of the Invention, its description will
be proceeded with in reference to the accompanying Drawings.
Fig. 1 represents a plan of a railway switch constructed in accordance with the
Invention, together with means for operating and for indicating the position of
the same, and shewing the switch as set and locked in line with the main track.
Fig. 2 is a side view of the lock box open, shewing the position of the switch
operating and locking mechanism and signals when the switch is locking in line
with the main track.
Fig. 3 is a further side view of the lock box open, shewing the position of the
switch operating and locking mechanism and signals when the switch is unlocked
in line with the main track.
Figure 4 is a plan of the switch, shewing the latter as unlocked and out of line
both with the main track and with a siding.
Fig. 5 is a section on the line x, x, (Fig. 4), and side view of the lock box open,
shewing the switch operating and locking mechanism and signals in position when
the switch is as represented in Fig. 4, and in fuller illustration also of a signal
or signals actuated by the switch, to indicate the position and locked or unlocked
condition of the latter.
Fig. 6 is a plan of the switch when locked in line with the siding.
Fig. 7 is a side view of the lock box open, shewing the position of the mechanism
and signals when the switch is locked in line with the siding.
Fig. 8 is a plan of the switch when in line with the siding, but unlocked; and
Fig. 9 is a side view of the lock box open, shewing its mechanism and signals in
position for such adjustment and condition of the switch.
Fig. 10 is an exterior side view of the lock box, with attached signals, and showing
the lever which is used to operate the switch by hand, as locked by the lid of
said box.
And Fig. 11 is a horizontal section on the line y, y, in Fig. 5, with the lever used
to work the switch by hand in working position.
Fig. 12 is a horizontal section on the line x, x¹, in Fig. 13, mainly of certain
means for adapting the Invention to an interlocking system of switches, and with
the parts arranged when the switch is in line with the siding; and Fig. 13 is a
section of the same on the line y', y', of Fig. 12.
Fig. 14 is a similar view to Fig. 13 of like devices in part, but shewing them in
position when the switch is set for the main linc.
Fig. 15 is a plan of a box and slide shewn in Figures 12, 13, and 14, and forming
the means in part by which the Invention is or may be adapted to the interlocking
system.
Referring in the first instance to the several Figures of the Drawing, from 1 to 11
inclusive, A is one of the permanent continuous rails of the main track, and A¹ the
other rail thereof; B is one of the switch rails, and B' the other switch rail, also
forming part of the main track; these switch rails may be connected at their fixed
ends a, a, with the sleepers of the main track at or in the same perpendicular line
to the track, but terminate in different lines that are perpendicular to the track.
When connected at their fixed ends with the main track in the same perpendicular

page_text: line the switch B must then be the longer of the two. Said switch rail B bas attached
to the inner side of its moving end a guard rail C, the object of which, in connection
with a safety rail herein-after referred to, is to draw the switch in line with the
main track when the car or engine is running in the direction of the divergence of
the switch, and the latter is in line with the siding, but unlocked.
D, D¹, are two rails of the siding or turn-out with which the switch rails B, B¹,
are brought in line, and locked when it is desired to run a train on to the siding.
A rod c connects the rails B, B', to provide for their action in concert; E is a rod
or bar by which the switch rails are connected with operating and locking
mechanism.
G is a movable safety rail arranged on the inside of the permanent rail A', but
detached from it; this safety rail extends from the side rail D¹, where it is pivotted
to the switch rail B₁, where it is loose and free to work inwards or outwards relatively
to the centre of the track. Said safety rail, which may either be of a single piece or in
sections, is constructed to present on its outer side a convex or double inclined
surface, which is here shown as formed of two reverse inclines d, d¹.
F is a rod by which the safety rail G is connected with the switch operating and
locking mechanism; and c¹ is a rod connecting the safety rail G with a laterally
movable portion of the rail A, here represented as pivotted at a¹, but said portion
of A may be made movable by the elasticity of the main rail, and is only required
to be laterally moveable when the switch rail is so short that there is insufficient
room for the flanges of the wheels of the rolling stock between said main rail A and
the rail D of the siding.
The safety rail G, it should be observed, is arranged to meet the moving end of
one rail B' of the switch, and extended in both directions from a point opposite the
moving end of the other switch rail B.
H is a fixed guide rail arranged on the inside of the safety rail G, and the use of
which will be herein-after described.
I is the lock box containing the switch operating and locking mechanism, and J
its locking lid.
K is a lever within said box, and loose on a fulcrum pin e; said lever has
pivotted to it the rod E, which connects with the switch rails. Loose on the same
fulcrum e is another lever L, to which the rod F connecting with the safety rail is
pivotted.
M is a double-ended vibrating bolt pivotted to the lever K at f, and having a
slot in which the lever L engages by a stud g.
N is a fixed locking bar, with one or other of two horns h, h¹, on which the double
ended vibrating bolt M engages or laps over when locking the switch, either in line
with the main track or with the siding, and i, i¹, seen more clearly in Fig. 11, are
stops on said locking bar for limiting the movement of the lever K when the switch
is set in either of said positions.
O is the lever for operating the switch by hand; this lever fits an eye in the
fulcrum pin e, which is loose in its bearings, and said lever is provided with a stud k,
which engages with a hole in the lever L to move the latter.
The operation of the mechanism in the lock box I is as follows:-Supposing the bolt
M to be locked with or over either horn h or h¹, and it be required to move the switch
and to lock it in a reverse position, then the first movement of the lever L, whether
effected automatically by the switch, or by the hand lever O, is simply to vibrate
the bolt M on its pivot to disengage it from the horn h or h¹, over which it laps.
This necessarily involves a movement of the rod F and safety rail G, but no move-
ment of the rod E and switch rails. So soon however as the bolt M is disengaged
at its one end, then further movement of the lever L in the same direction cannot
take place without a joint movement of the lever K, rod E, and switch rails by
reason of the opposite end of the bolt striking the inside face of the horn h or h³,
next adjacent to it. Such movement of the lever K is continued till the bolt M
slides over the inside face of the horn, struck by it when any continued movement
of the lever L in the same direction causes the bolt to lock with or lap over said horn

page_text: and again lock the switch in its changed position, the lever K. striking the stop
i or so soon as the switch is set and the bolt begins to lock.
Supposing the parts to be in the position represented in Figures 1 and 2 when
the switch rails B, B¹, are locked in connection with the main line, the bolt M
locking over the liorn ', then the safety rail G remains adjusted against the guide
rail H, so that the flange of the advance wheel of the engine or car is free to pass
in both directions between said rail and the main rail A¹ without moving the
safety rail. But if a train should run out of the siding, as indicated by the wheels
P, P, in Fig. 1, then the flange of the advance wheel entering between the fixed
guide rail H and the safety rail G will move the latter in an outward direction
relatively to the centre of the track, and so put the switch rail B in line with the
siding rail D, and the safety rail G in line with the other switch rail B¹, and cause
the switch to be locked in its changed position, as represented in Fig. 6.
When the switch rails B, B', are set and locked in line with the siding, then the
parts assume the position represented in Figures 6 and 7, the bolt M locking over
the horn h, and the safety rail G being brought close up to the rail A', with which
it forms a continuous connection for the tread of the wheels of the car or train
between the switch rail B' and the siding rail D¹. Cars are then free to enter and
leave the siding without acting on the safety rail. Should a train however be
moving on the main line towards the convergence of the switch, as represented by
the wheels P, P, in Figure 6, and the switch still be locked with the siding, then
the flanges of said wheels will enter between the safety rail G and main rail A',
and move the safety rail inwards relatively to the centre of the track to first unlock
the bolt M with the horn h, then to move the switch to bring its rails in line with
the main track, and subsequently to lock the switch in such changed position.
Supposing a train to be moving on the main line in the direction of the divergence
of the switch, as represented by the forward wheels P, P, in Figure 8, and the
switch rails to be set in line with the siding, but not locked, then the flange of one
of said wheels will run between the safety rail G and the rail A', and the flange of
the opposite wheel between the guard rail C and the switch rail B, and by the
action of the flanges of the wheels on the inclined sides of the safety rail and guard
rail, as shewn in Fig. 4, the switch will be brought into line with the main track
by the action of the flanges of the wheels directly on the rails themselves,
the operating levers and bolt moving in unison. This is the reverse of the
action in the opposite direction, or when the switch is worked by hand.
By the foregoing explanation it will be seen that the mere unlocking of the switch
when set for the siding, shuts off all access to the latter, and that the only possible
way to get off the main line is to lock the switch rails in line with the siding.
The motion for changing and locking the switch is a direct and positive one,
whether done by hand or by the wheels of the car or engine. Furthermore, the
thinnest wheel flange changes the switch and causes it to be locked as effectually as
the thickest flange does, or as can be done by hand, the locking bolt M locking the
switch so soon as its engaging end passes the horn h or h', with or over which it
laps to effect the lock, and any continued motion of the lever L or levers K and L
in the same direction only increases the locking lap of the bolt.
It is not absolutely necessary that there should be more than one movable switch
rail B, and the rail opposite to it here, represented by the switch rail B', may be a
fixed rail or simple continuation of the permanent rail A', as by simply extending
the guard rail C as far, or nearly as far, as the centre of motion a of the switch
rail B said guard rail will guide the engine car or train on to the siding when the
switch is locked in line with the siding. This modification involves no change in
the general principle of action, or changes the operation under different conditions
of the switch from that herein-before described.
To provide for the movement of the switch by the engine or car the hand lever
O is disengaged by its stud ke from the lever L, and to prevent loss or displacement
of said hand lever when the lock box I is closed and secured, a notch m or m¹ in
the lid J of the box is made to engage with said lever, as shewn in Figure 10.

page_text: A semaphore signal R, suitable both for day and night use, inay readily be used in
connection with the switch, and be operated in as equally simple and direct a
manner as the switch by the mechanism controlling or connected with the latter
without having resort to gearing or complicated devices for automatically changing
the signal in accordance with the position or condition of the switch. Thus the
semaphore signal R may consist in part of a fixed hollow drum «² mounted on a
suitable post, and having corresponding glazed apertures in opposite sides of it
for the display at night of different colored lights to indicate the position or con-
dition of the switch.
The necessary changes in color may be obtained by a stationary lamp or light within
the drum, and a moveable series of different coloured segmental glasses c³, ², covering
the apertures from the inside of the drum (Figures 5 and 10), and attached one
in rear of the others to arms e², which are fast on a horizontal spindle ƒ³. Attached
also to this spindle f is the day signal or signalling arın g² of the semaphore, which
arm is set so that it occupies an upright position when the switch is locked and in
line with the main rails, as shewn in Fig. 2, an oblique position, as represented
in Figures 3, 5, and 9, when the switch rails are not locked in line with the main
rails, and when they are out of line both with the main line and with the siding, or
when they are not locked in line with the siding, and a horizontal position, as
shewn in Figures 7, 10, and 13, when the switch rails are locked and in line with
the siding. Said signal, however, may be variously constructed and arranged to
give reliable information as to the position and condition of the switch, and so that
it is impossible to give a wrong signal, but in all cases like simple and direct means
may be used to operate it; that is to say, positive means deriving their motion
from the devices operated by the safety rail G, as, for instance, a rod h² conecting an
arm of the lever L with an arm k² on the spindle f² of the signal.
Various changes also may be made in the construction of the switch operating
and locking mechanism without departing from the principle of operation herein
described, and whereby the same mechanism is used both when the switch is
operated by hand and when it is automatically operated by the rolling stock,
thereby doing away with liability to accident consequent on disuse of the parts,
as in the case of certain automatic so-termed safety switches.
In the preceding description the Invention has been explained with reference to
an isolated switch. When applied to one of a series of switches capable of operation
from the same switch house or signal box, under what is known as the interlocking
system, and so that no one of said switches can be operated and locked without
the other switches in the series are in proper relative position with it, a certain
change of details becomes necessary, as regards the control of the switch by hand
with freedom for its adjustment, as herein-before described, by the rolling stock.
Thus, referring to Figures 12, 13, 14, and 15 of the Drawing, in which the same
letters as are used in the previous Figures refer to like parts, the lock box I may
be provided with the same mechanism as has herein-before been described, but
instead of applying a hand lever to the lever L to operate the switch by hand the
rod F, which connects said lever L with the moveable safety rail G, is provided
with a stud as, which enters up within a recessed slide A³ that is fitted to move in
ways within a box B³ transversly to the line of motion of the rod F. This slide A³
is connected by a rod b³ with the hand lever, by which the switch is controlled
from the switch house, and is provided internally with two reversely arranged and
pivotted spring guides C³, C. These spring guides are so constructed and are so
arranged relatively to each other that in their normal positions, and as controlled
by their springs, they leave a channel or way c³ between them running in an
oblique direction relatively to the length of the slide A³, so that when the switch-
man moves said slide from the position shewn in Fig. 14 to the position_shewn
in Fig. 12, said guides C³, C, act upon the stud a³ to move the rod F in a
direction and to an extent which will put the switch out of line with the main
track and in line with the siding, and so that when the switchman reverses the
movement of the slide A³, changing it from the position shown in Figure 12 to the

page_text: position shewn in Figure 14, the guides C3, C4, will act upon the stud a³ of the
rod F to move the switch out of line with the siding and back again in line with
the main track. In either extreme movement of the slide A³ the stud a³ of the
rod F is carried out of or beyond the ends of the channel cs between the guides C³, C+,
so that the rod F is free to be operated by the action of the wheels of the rolling
stock on the safety rail to automatically adjust the switch as herein-before described,
no change being made in the safety action of said switch.
When the switch has been left by the train in a certain position, and it is
required to change it to a reverse position by hand, it is only necessary to move
said slide first in one direction and then in an opposite direction, either pivotted
spring guide yielding to pass as it were the stud as back of it, and into position
at the opposite end of the slide for either wall of the channel c³ to act upon it
when the motion of the slide is reversed.
When the switch has been changed otherwise than by the switchman in charge,
warning may be given to him of such change by means of some moving part
of the mechanism making or breaking the current of any approved form of electric
signals.
"0
Having now described the nature of this Invention for "Improvements in Rail-
way Switches, and in the Means for Operating the same, and for Indicating their
Position, as communicated to me by my foreign correspondent, and having
explained the manner of carrying the same into effect, I wish it to be understood
that under the above in part recited Letters Patent I claim,-
First. The combination with the switch rails of a moveable safety rail arranged
to meet the moving end of one rail of the switch, and extended in both directions
from a point opposite the moving end of the other rail of the switch, substantially
as and for the purpose herein specified.
Second. The movable safety rail G constructed to form a part of the track on
one side of the latter, and arranged to extend in both directions from a point
opposite the moving end of a switch rail on the opposite side of the track in
combination with a guard rail attached to said switch rail, substantially as and for
the purpose herein described.
Third. The combination with a safety rail and switch rail or rails of switch
operating and locking mechanism, and rods or means for connecting the latter with
the safety rail, substantially as herein described, whereby the switch rail or rails
cannot be in an unlocked condition without shutting off access to the siding.
Fourth. The combination with a switch the safety rail G and the two operating
levers K, L, connected with said switch, and said safety rail of a switch-locking
device, which forms part of the means of transmitting motion from said lever L to
the switch, substantially as herein described.
Fifth. The combination of the fixed guide rail H with the switch, and the
moveable safety rail G constructed to form a part of the track on one side, and
arranged to extend in both directions from a point opposite the moving end of the
switch rail on the opposite side of the track, substantially as and for the purpose
herein described.
Sixth. The combination with the levers K, L, with which the switch rail or
rails and moveable safety rail are respectively connected, of the bolt M and locking
bar N or their equivalents for operation, essentially as described.
Seventh. The combination of the notched lid J of the lock box I with the hand
lever of the switch, having a stud or projection k, and the fulcrum pine of the
switch operating and locking mechanism, substantially as and for the purpose herein
set forth.
Eighth. The combination with a switch and a moveable safety rail constructed
to form a part of the track on one side, and arranged to extend in both directions
from a point opposite the moving end of the switch rail on the opposite side of the
track of a signal directly connected with said safety rail and switch operating and
locking mechanism essentially as described, whereby the position of said safety
rail is indicated.

page_text: Ninth. The combination of the slide A³ and pivotted spring guides C³, C', or
their equivalents, with the rod F of the moveable safety rail Ġ and switch operating
and locking mechanism, substantially as and for the purposes herein set forth.
In witness whereof, I, the said Alfred Vincent Newton, have hereunto set
my hand and seal, the Twenty-fifth day of October, in the year of our
Lord One thousand eight hundred and seventy-eight.
A V NEWTON
(1.0)