IMPROVEMENTS IN OBTAINING MOTIVE POWER FOR WORKING LOCOMOTIVE CARRIAGES AND OTHER MACHINERY
Year: 1844

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
WILLIAM BUCKLE REYNOLDS, of Lympston, in the County of Devon, Engineer,
send greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Letters Patent under the Great Seal of Great Britain, bearing date at West-
minster, the Twenty-fifth day of November, in the eighth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
John William. Buckle Reynolds, Herespecial licence, full power, sole privilege
and authority, that I, the said John William Buckle Reynolds, my exors,
adñiors, and assigns, or such others as I, the said John William Buckle
Reynolds, my exors, adñiors, or assigns, should at any time agree with, and
no others, from time to time and at all times during the term of years therein
expressed, should and lawfully might make, use, exercise, and vend, within
England, Wales, and the Town of Berwick-upon-Tweed, my Invention of
"IMPROVEMENTS IN OBTAINING MOTIVE POWER FOR WORKING LOCOMOTIVE CARRIAGES
AND OTHER MACHINERY;" in which said Letters Patent is contained a proviso
that I, the said John William Buckle Reynolds, shall cause a particular
description of the nature of my Invention, and in what manner the same is
to be performed, to be inrolled in Her said Majesty's High Court of Chancery
within six calendar months next and immediately after the date of the said in
part recited Letters Patent, as in and by the same, reference being thereunto
had, will more fully and at large appear,

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
John William Buckle Reynolds, do hereby declare that the nature of my said
Invention, and the manner in which the same is to be performed, are fully
described and ascertained in and by the following statement thereof, that
is to say:-
DESCRIPTIVE REFERENCE TO THE DRAWINGS OF THE GAS OR PNEUMATIC
LOCOMOTIVE ENGINE.
a,a,cylinders, in the bottom chamber of which atmosphericairand gas duly
mixed is exploded, for the purpose of compressing atmospheric common air,
and thus generating a power for working the machinery; b,b, pistons workingin
the above, and by means of which, in the ascending stroke (the gas being
exploded below it to drive it up), the atmospheric air contained between them
and the cylinder covers is forcibly driven out and compressed into a smaller
volume by these pistons also (the gas after explosion producing a partial
vacuum and a descending stroke), the air is withdrawn from the vessel called
the vacuum vessel, and occupies the space between the pistons and the
cylinder cover, ready to be again compressed by another explosion, and so ou
as long as the engine is at work; c, a hollow copper vessel for holding the
air after it is compressed by the explosions below the pistons b, b; d, d, the
pipes by which the compressed air enters the vessel e from the cylinders a
and a; e, e, the pipes by which the compressed air is conveyed into the valves
9,9, on its way from the cylinders a, a, to the pipe d; f, the pipe by which the
down stroke of the pistons b, b, (caused by the contraction of the gas after
exploding,) exhausts the coppervacuum vessel; g, g, valves opening inwards
to the pipe d, to admit the compressed air to the vessel c, and to prevent
its returning again to the cylinders, and also opening outwards from the pipe
f, to withdraw the air from the vacuum vessel, by the down stroke of the
piston b, and which also prevents any return of air into the vessel k by.this
passage; h, the gas-vessel in which the atmospheric air and gas are mixed in
due proportion, by means of two cocks with indexes, and a perforated zinc shelf
or false bottom; i, the pipe by which the gas so mixed is supplied to the
exploding chambers of the cylinders a, a; k, the vacuum vessel which is kept
exhausted by the down strokes of the pistons b, b; 1, the pipe by which the
effect of the exhaustion is conveyed to the working cylinders of the engine, to
aid the compressed air, by forming a partial vacuum on the reverse sides of
the working pistons; m, the pipe which conveys the compressed air to the
working cylinders, for the purpose of giving motion to the engine; n, pipes in
connexion with the pipe 7, by which the vacuum vessel acts upon the reverse

page_text: side of the working piston; o, valve by which the "starting." reversing, and
stopping the engine is performed, because through it the compressed air from
the vessel o passes on to the working pistons, and after having effected one
stroke by its expanding force is withdrawn again through another opening in
this valve into the vacuum vessel ; p, the slide and hand gear which works
the valve o; this slide in the Drawing stands at the top of its stroke, and
leaves the pipe n open for the admission of compressed air from the vessel c,
through the pipe q, to the working cylinders, and also the pipe is opened to
the pipe m by means of the groove in the slide p, and thus the air from one
side of the working pistons passes into the vacuum vessel k; when the slide is
pressed down to half its stroke, it will cover and stop up the two pipes m and
, leading to and from the working cylinders, so that the compressed air can-
not pass, neither can the exhausted pipelproduce any effect, because the slide
2 covers it, and stops it in this position, therefore the engine will be stationary;
when the handle and slidep are pressed down to the lowest position they can
be, the engine will be set in motion directly the reverse of what it was at first,
because then the compressed air will pass through the pipe m, and the
exhausted pipe will draw the used air back through the pipe ; q, the pipe
which connects this valveo with the vessele containing the compressed air;
the slide valves which alternately admit compressed air to one side of the
working pistons, while the vacuum is drawing from the other side of the same
piston; this valve requires no further explanation, for it is the same precisely
as the valve o, and exactly the same as the slide valves used in steam engines;
s, the working cylinders, which are in every respect the same as those of a
steam engine; t, the working pistons working in the above, and by which the
motive power is imparted to the engine by means of slings, which connect the
pistous to the driving axle A, on which the driving wheels are fixed; u, the air
pump for exhaustingthe exploding chambers of the compressing cylindersa,,
preparatory to the admission of the gases for the purpose of being exploded;
, piston and piston-rod working therein; , slings by which the above piston
is worked; , connecting rod, by which the above slings are attached to the
cranked axle B,which gives working motion to the pump; a, lever to which a
long (loose) handle fits, for the purpose of working the air pump a few times
by hand, when first starting an engine in order to generate power sufficient to
begin work; to do this the pin bolt at x is to be removed, and the rod u³ dis-
connected from the sling a, and then this lever attached instead by means of
the pin bolt passing through the holes x, x; when the engine begins to work
the loose handle is to be removed, and the parts connected as shown in the
Drawings, pipes by which the gases enter the exploding chambers a, a

page_text: and by which also they are exhausted by the pump u¹; w, slide vaives, which
at regular periods admit and shut off the gases, and also open and shut the
passages to the air pump ; w', the piston rods by which these slide valves
are worked; c, coupling links which connect the piston rod to the lever w³;
, lever by which the valves are worked, by two tappets placed on the
piston rod u¹; w¹, a wooden box, containing two spiral springs of brass wire,
one attached to each exploding chamber by means of the long hollow screw
plug seen in Drawing No. 3, for the purpose of igniting the gasses; w, a brass
tappet, (with a core of wood, by which it is kept isolated from the piston rod
which carries it,) one end of which tappet is connected with a galvanic
battery (placed at a convenient position in front of the vacuum vessel k), by
means of a piece of wire, and the other end or point of the tappet slides along
agroove in the box w, and at proper intervals comes in contact first with one
spiral spring and then the other, thus completing the galvanic circuit
alternately in each chamber, and causing an explosion of the gas by heating a
small piece of platina wire which is attached by solder to the wire from the
spring in the box w4, and also to another wire leading direct from the other
pole of the galvanic battery; by this arrangement the explosions can only
take place at the right time, videlicet, when the slide valve wis over the end
of the pipe v,and thus shuts off all communication between the gas in the gas
vessel and pipes, and that in the chambers a, a, which is to be ignited; the
spiral spring is only to insure a proper degree of contact between the wires;
x, pipes by means of which the air pump u exhausts the chambers a, a:
y, valves placed therein to prevent the return of any air into the exploding
chambers after each stroke of the air pump u; , the pipe which is connected
with the gas service pipe i, and supplies gas to the chambers a, . At the
points,, on Drawing No. 2, which are the joints by which it is connected to
the valve w, a small circular chamber is formed, and two circular discs of fine
wire gauze are placed to prevent any possibility of flame passing from the
exploding chambers into the gas service pipes i and s, in the event of its
passing the valve by any accident.
METHOD OF WORKING THE ENGINE.
First, detach the slings of the air pump marked u² from the connecting rod
u, by withdrawing the bolt x, then attach the slings u2 to the lever ut, by
replacing the bolt at. x, then apply the loose handle on to the head of the lever
,and work it backwards and forwards five or six times; by each stroke of the
lever the air pump will also make a stroke, and for each stroke so made
the chambers of the cylinders a, a, will be alternately exhausted, and as each

page_text: in turn is exhausted, the gas will rush from the gas vessel h along the service
pipes i and, and enter the chamber through the valve w and pipe e to restore
the natural balance of the air; so soon as the gas has filled the chamber, the
slide w closes the end of the pipe v, and at the same moment the brass tappet
on the slide rod w¹ comnes in contact with the spiral spring wire which is con-
nected with the piece of platina wire inside the exploding chamber, and, by
completing the galvanic circuit, explodes the gas. The explosion of the gas
instantly drives up the pistons b, and of course forces out the air which was
previously contained between the piston and the cover of the cylinder, and
which passes along the pipe e, and through the valve gand the pipe dinto the
vessel c, where it is ready for use. To work the working cylinders in the same
manner as high-pressure steam in ordinary engines, of course it is evident that
by the first explosion the air will not be much compressed, because it will
have to dilate itself in the vessel c, but each succeeding explosion compresses it
still more, and about the fifth or sixth explosion will have compressed the
entire contents of the vessel c to a degree equal to the pressure obtained by
the explosion; and, in the event of such not being the case, then I admit air
into the vessel a, above the piston b, by a suitable air-cock to be applied for
the purpose, till I get the air condensed in c to the degree of pressure desired.
After each explosion has taken place, a certain degree of contraction takes
place below the piston b, by reason of the oxygen and hydrogen contained in
the volume of gas originally in the chamber being converted into a very
minute quantity of water, aided also by the cooling of the remaining volumes
of nitrogen and other gases not changed by the ignition. This contraction causes
the piston bto descend, and by its descent to produce an exhauston above it, and
between it and the cover of the cylinder, and by means of the pipes e and the
valves g, and also the pipe f, the exhaustion is continued to the vacuum vessel,
and which, by the repeated explosions, is thus rendered nearly a vacuum.
The engine now is ready for work, and the hand lever a being disconnected,
and the slingu connected to the coupling rod w, as shewn in the Drawings, all
is ready for starting. To start the engine, press down the slide p of the valveo
to its lowest position, and instantly the compressed air will rush through the
pipes q and m, and through the valves, into the direct end of the working
cylinder, and exert its force on the piston exactly in the same way as steam
does in the ordinary engines; at the same time the air which was on the other
side of the working piston rushes through the pipe n, and valve o, and pipe l,
into the vacuum vessel, thus giving the effect of a condensing steam engine,
viz, a vacuum on one side of the working piston, and a pressure of air on the
other. This description is of the "direct" action of the engine; but, to

page_text: reverse the motion, ouly requires the slide p of the valve o to be raised by means
of its handle to the position it occupies on the Drawing; and, to stop the engine
altogether, the handle must be forced down, so that the slide p shall stand
exactly in the middle of its stroke. The working cylinders are connected with
the two-throw cranked axle A, which carries the two driving wheels and the
excentrics by which the valves are worked. The two driving wheels are
coupled to the two carrying wheels, and by this means the cranked axle B to
which they are attached works the air-pump u¹, as before described, and thus
regulates the explosions; so that, for every cylinder full cf compressed air
taken out of the vessel c, another is forced in by the piston b, and also in the
same way for every cylinder full of air that enters the vacuum vessel an equal
quantity is withdrawn by the contraction and descent of the piston. The gas
vessel is supplied with gas from stationary gas holders placed at convenient
distances along the railway, say twenty miles apart, by means of an hydraulic
main and short suction pipe, as shown on the Drawing No. 3, furnished with a
trumpet mouth on the inside of the main, and the quantity admitted is regulated
by the cock attached, and which is furnished with an index plate and pointer
for the purpose. The quantity of atmospheric air for mixing with the gas,
in
order to render it an explosive mixture, is also regulated by a cock similarly
furnished with an index. The action of the gas vessel and hydraulic main are
as follows: The upper half of the main being charged with gas under the
ordinary pressure, say of three inches; when, by the action of the air-pumpu¹,
one chamber full of explosive gas has been withdrawn from the gas vessell, the
gas in the hydraulic main being under pressure rushes up the short feed pipe
to restore the equilibrium, and the cocks being opened to the necessary degree,
the required quantity of atmospheric air is also drawn in at the same time.
The gas and atmospheric air are mixed together in their entrance to the gas
vessel by means of a perforated zinc shelf near the bottom of the vessel,
through which they must both pass together, and at the same instant the pipes
by which the gas and air enters the vessel / stand up about one inch on the
inside, and have over each an inverted cup. Water is poured into the vessel h
up to the level of the top of these feed pipes, and consequently when the gas
and air are drawn into the vessel they are obliged by these inverted cups to
pass down through the water, and rise in bubbles under the perforated zinc
shelf. By this contrivance they are prevented from escaping back again out
of the vessel (as is obvious to any mechanic); and should the gas vessel k by
any remote possibility become fired, the fire cannot pass this water, and there-
fore cannot iguite the gas in the hydraulic main. With a view to increase the
power of the explosions the two cocks may be removed, and the gas and air

page_text: supplied to the vessel by means of two pumps to be worked by the engine
when in motion (as the air-pump u¹ now is), and by means of which the
gas will be sucked (as it were) out of the hydraulic main and forced into
the vessel h, and so also the atmospheric air will be likewise forced in.
The compressing cylinders a, a, are placed within the copper vessel c, in
order that the heat generated by the explosions in the chambers a, a, may
be imparted to the compressed air in the vessel c, and thus tend to expand it,
and add to the power of the machine by rarefying the air. This arrangement
also tends to increase the safety of the machine, because the compressed air on
the outside of the cylinders a, a, will always be exerting a force upon them
to press them inwards; while the sudden explosion of the gas on the inside
would tend to burst them open (provided the cylinders were defective); thus
the compressed air on the outside exerts its power beneficially in aid of the
strengthening of the cylinder; in fact, the force outside tends in a great degree
to prevent the possibility of the force inside exerting any mischievous power,
because they counteract one another. Toaid the engine in ascending inclines,
I propose to use a wheel of the same diameter as the "driving wheels," placed
near the centre of the "width" of the engine bed, having notches on the
periphery by which it lays hold of the links of a strong chain laid upon longi-
tudinal bearings of wood, and extending the whole length of the incline., In
constructing gaslocomotives I propose to have four or more exploding cylinders,
instead of two,asat present, and also to have two additional" working cylinders"
for the purpose of being able to increase the power of the engine in its ascending
inclines; these additional compressing cylinders, to be capable of being used
or not, as the nature of the road or other circumstance shall render necessary,
by gearing so arranged that they may be put in and out of work at the instant,
or regulated in the quantity of their power generated, so that the power of this
gas engine can be exactly accommodated to the varying amount of a loaded
train on a journey, and the varying nature of the inclines, so that there will be
no surplus power generated, and consequently wasted, as in a steam engine
when the load is very small; nor will there be a deficiency of power when the
load is much greater, and the inclines steep. From the above description,
it must be evident to every mechanic that the following advantage must
necessarily be the result of such an engine:-There can be no possibility of
collisions from trains meeting or overtaking, because the hydraulic main is of
such size as only to supply gas enough for one engine at a time upon the same
mile of road, so that if two trains were approaching one another, they would
gradually go slower and slower as they neared one another, until at last they
would hardly move. A regulator can also be placed at each of the gas stations

page_text: which would only permit enough gas for one engine to pass into the main. A
train can be run from one end of the line to the other, whatever the distance,
without requiring to make a single stoppage. The expenditure of power
can be exactly regulated according to the requirements of the load to be
moved, and the nature of the road. There is no risk (as in steam loco-
motives) of sparks of fire burning the train or hay-stacks, &c. &c. on the
side of the line. There will be little noise, if even there is any, from
the working of the machine. I do not confine myself to the using the explo-
sive force of gas for purposes of motion to this form of engine; I merely
describe one species of engine by which it may be used. I propose to use
stationary engines, worked by air compressed by the explosion of gas and
atmospheric air, in the same way as, described for the pneumatic locomotive
for all or any of the purposes to which engines by steam or any other power
can be or are applied. I also propose to use this power as a means for obtain-
ing a vacuum for the purpose of atmospheric railways, as being cheaper than
steam at present used, either by a stationary engine constructed on the same
principle as described of the locomotive (and which will, consequently, not
require further explanation), working air-pumps as at present done by steam,
or by using the explosive force to drive atmospheric air out out of a cylinder,
such as a,
Drawing No. 2, while the cooling and consequent contraction of the
gas produces a partial vacuum below the piston b, and thus exhausts the
atmospheric" tube of the railway in the same way as was described of
the vacuum vessel % in the locomotive engine; in which case a pipe would
communicate with the traction pipe of an atmospheric railway, and with a vessel
similar to a, having suitable valves to allow the air to pass in from the traction
pipe when a vacuum is obtained, and for allowing the air in the vessel a being
driven into the atmosphere when the explosion takes place. I also propose to
use the explosive force of atmospheric air, mixed in due proportion with
hydrogen gas, or carburetted hydrogen or coal gas, as a means of producing
motion in vessels, instead of by steam. And I claim, as this past of my Inven-
tion, the using of the explosive force direct, for purposes of propulsion, without
the intervention of machinery and propellers, as required to impart the power
of steam, and by the friction and resistance of which much power is wasted,
and great space occupied, and weight added to the load of the vessel. This
part of my Invention will be understood by the accompanying Drawings, and
the following description:-Four cast-iron cylinders, of such diameter as the
size of the vessel to be propelled shall require, fixed in the after part of the
vessel, below the quarters near the keel, in that part commonly called
the "run;" as these cylinders are not used all at once, but in regular and

page_text: rapid succession, I will describe the action of one only for the sake of perspi-
culity, which applies equally to each and all of them. One end of the cylinder
is open, and points outwards from the vessel; it is furnished with a flange
fitted to the shape of the vessel's side, and by which it is bolted secure
and water-tight, and quite flush to the sides of the vessel; the other end of the
cylinder projects into the vossel, and is firmly fixed to the timbers of the vessel's
bottom and sides; this end has also a cover bolted on, quite water-tight and
air-tight. From this end proceeds two pipes; the pipe b furnished with a
stop-cock and lever handle, and which rises to the level of the surface of
the water in which the vessel floats, and has the end turned over into it,
so as to allow of its discharging itself; and the pipe C, furnished also with
a stop-cock and lever handle, which effects a communication between
the cylinder a and the gas vessel d, which is kept charged with and
BAS
atmospheric air in due proportions (and under a pressure rather more than
equal to that due to the depth of water in which the vessel floats), by
the pumps g and i, which are worked simultaneously. The pump g draws
atmospheric air into itself by means of the pipes and valves opening inwards
at and alternately, and discharges the same into the gas vessel d,
through the pipes and valves opening inwards to the vessel dat e
and alternately, and by which it is prevented returning to the pump g
on its return stroke. The pump draws gas (from the reservoir in
which it is first deposited after being generated) through the pipes
m and n, which are furnished with valves opening inwards, and acting
alteruately in correspondence with the up and down strokes of the piston, by
which the gas is forced through the pipes and inlet valves h, i, into the vessel
d. These pumps are to be worked by a very small stationary engine
constructed to act upon the same principle as that described of the locomotive
engine before treated of, and which engine also works an excentric or other
slide rod, to give motion to the cocks b and c at the right moment. To the
lever handle of the cock c is attached an arm x, moving with it, and which
(when the handle is pressed in the direction of the cylinder a) comes in contact
with the brass ring r (wbich is connected by a wire to a piece of platina on
the inside of the cylinder a), and pushes it against the brass knobs, which is
connected by a wire with one pole of a galvanic battery, the other pole being
connected with the same piece of platina by another wire direct; and thus, when
the spring is in contact with the brass knob, the galvanic circuitis completed,
and the platina heated to a white heat. The cock c just described is worked by
a tappet of an excentric rod p; also the cock bisacted upon in the same way.
The action of the machine is as follows:-The pumps g and i being
R

page_text: set in motion, they charge the gas vessel d with explosive gas; the
excentric rod P is then set in motion in the direction indicated by the
arrow, and by means of it the tappet 7 strikes the handle of the cock b, and
closes it, then strikes the handle of the cock c, and opens it, so that the
explosive gas rushes through it from the vessel d into the cylinder a, and
pressing against the water by which it is filled in consequence of having the
end or mouth open to the external water, displaces a certain portion of it,
dependent of course upon the quantity of gas admitted, and which is regulated
by the return stroke of the tappet and excentric rod p, which strikes the
handle of the cock e back into the position it at first occupied, and shuts off
the communication with the vessel d, and at the same moment brings the
arm, before described, in contact with the spring t, and presses it
against the knobs, thus completing the galvanic circuit, and by it heating the
platina within the cylinder a, and igniting the gas, which instantly explodes,
and expands its volume with a force exceeding sixteen pounds per square
inch of the area of the cylinder, and presses upon the water within the
cylinder, which acts as a fulcrum or resistance consequent upon the vertical
pressure of the water at that depth in which the vessel floats, and thus propels
the vessel forward in the direction it is intended to move, and for a distance
equal to the extent of expansion of the gas at the moment of explosion. The
instant after the explosion has taken place the space occupied by the gas sis
found converted into (nearly) a vacuum, into which the surrounding water, by
reason of its own vertical pressure, due to its depth, rushes with force, and
expels the residue of the gases left after the explosion through the pipe and
cock, which was opened by the return stroke of the excentric rod p and
tappet g. The movement of this body of water in the direction in which the
vessel moves being suddenly checked by coming in contact with the metal end
or cover of the cylinder a, gives a small degree of movement also to the vessel
in the direction of its course, in aid of the effect produced by the explosion of
the gas before described. The excentric again returns, and by means of the
tappet, as before described, repeats the operation so long as the vessel is
desired to be in motion. This is the mode of action of all the four cylinders,
which are all supplied with explosive gas from one and the same vessel d, but
which explode quickly one after the other, so that the first is ready to explode
just when the fourth has exploded; and by this means a motion is obtained very
similar to that of the strokes of the paddle wheel floats as at present used in
steamers. These explosions do not produce any noise or vibration. To enable a
vessel to "back astern," four cylinders must be placed in the bows of the vessel,
just as those already described in the stern, and supplied by pipes from the

page_text: same gas vessel d, and having the cocks worked by the same excentric, the
open ends or mouths of which are furnished with close-fitting ports shutting
down by aid of hinges from the outside, and which can be raised or lowered
at pleasure by a handle in the engine rocm, for the purpose of making the
bows good and smooth when going a-head.
The second arrangement by which I propose to apply the direct action of
explosive gas to the propulsion of vessels is precisely the same as that just
described, excepting that I intend to use a piston moving in each of the
cylinders for the purpose of being acted upon by the explosion on one side,
and driving out the water for the propelling the vessel on the other. This
piston is to be guided by a piston rod passing through a stuffing box in the
cover on the inside of the vessel. By this piston rod also the valves or cocks
b and c may be worked as shewn.
Having thus described the nature of my Invention, and the best means I
am acquainted with for performing the same, I would have it understood that
I do not confine myself to the details shewn; and I am aware that the
explosion of gas has before been used as a means of obtaining power to pistons
working in cylinders; I do not therefore claim the use of the explosion of
gas generally. But what I claim is,-
First, the so arranging machinery that the explosion of gas may be the
means of condensing or compressing air, and the using such compressed air as
a means of pressing a piston or pistons into a vacuum obtained by the
explosion of gas. And I also claim the means of supplying gas to a loco-
motive engine by applying an hydraulic main, as described.
Secondly, I claim the exploding of gas in suitable apparatus for expelling
water for the purpose of propelling ships or vessels.
And thirdly, I claim the obtaining of a vacuum or partial vacuum in the
traction pipes of atmospheric railways by exploding gas.
In witness whereof, I, the said John William Buckle Reynolds, have
hereunto set my hand and seal, this Twenty-fourth day of May, in
the year of our Lord One thousand eight hundred and forty-five
JOHN WILLIAM BUCKLE (L.s.) REYNOLDS.
AND BE IT REMEMBERED, that on the Twenty-fourth day of May, in
the year of our Lord 1845, the aforesaid John William Buckle Reynolds
5 came before our said Lady the Queen in Her Chancery, and acknowledged
the Specification aforesaid, and all and everything therein contained and

page_text: specified, in form above written. And also the Specification aforesaid was
stamped according to the tenor of the Statute made for that purpose.
Enrolled the Twenty-fourth day of May, in the year of our Lord One
thousand eight hundred and forty-five.