CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF WHEELS FOR CARRIAGES TO BE USED ON RAILWAYS
Year: 1830

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I,
WILLIAM LOSH, of Benton House, in the County of Northumberland,
Esquire, send greeting.
WHEREAS His most Excellent Majesty
Excellent Majesty King William the
Fourth, by His Letters Patent under the Great Seal of the United
Kingdom of Great Britain and Ireland, bearing date at Westminster,
the Thirty-first day of August, in the first year of His reign, did, for
Himself, His heirs and successors, give and grant unto me, the said
William Losh, His especial licence, sole privilege and authority, that
I, the said William Losh, my exors, adiñiors, and assigns, and such
others as I, the said William Losh, my exors, adiñiors, and assigns,
should at any time agree with, and no others, from time to time
and at all times during the terms of years therein expressed, should
and lawfully might make, use, exercise, and vend, within that part of
His Majesty's said United Kingdom of Great Britain and Ireland
called England, His Dominion of Wales, and Town of Berwick upon
Tweed, my Invention of "CERTAIN IMPROVEMENTS IN THE CONSTRUCTION
OF WHEELS FOR CARRIAGES TO BE USED ON RAILWAYS;" in which said

page_text: Letters Patent there is contained a proviso, obliging me, the said
William Losh, by an instrument in writing under my hand and seal,
particularly to describe and ascertain the nature of my said Invention,
and the manner in which the same is to be performed, and to cause
the same to be enrolled in His 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.
NOW KNOW YE; that in compliance with the said proviso, I,
the said William Losh, do hereby declare that my said Invention is
described and ascertained in manner following, that is to say:
The object that is intended to be attained by my said improvements
in the construction of wheels for carriages to be used on railways, is to
render such wheels more durable and less liable to be damaged or
broken than the wheels hitherto in use upon railroads by the voilence
of the shocks to which they are liable when travelling on railways, and
more particularly when propelled with rapid motion along railroads.
The spokes, the rims or fellies, and the tires of wheels constructed
according to my said improvements are to be made wholly of malleable
iron. The spokes are to be joined one to another, and to the rims or
tires, and to a cast iron central nave, in the manner herein-after
particularly set forth, whereby the spokes are all so firmly fixed
to the cast iron nave and to the rim, and united one to another,
that they will all act simultaneously to support or sustain the cast
iron nave in the centre of the wheel, and to preserve the true form of
the wheel in every respect. By forming those parts of the wheel
which are most liable to suffer injury from shocks of malleable iron,
and the several parts being firmly joined, the liability of such wheels
to fracture will be greatly diminished. The Drawings hereunto
annexed represent different modes of constructing wheels according to
my said improvements for carriages to be used on railways. Figure 1,
is a side elevation; and Figure 2, a section of a wheel for carriages to
convey goods and passengers upon railways, and particularly for those
which are propelled with a rapid motion. A, is the central nave of cast
iron, with either a circular or a square hole through the centre of it to

page_text: fix the wheel to the axle; a, b, c, are the spokes, made from bars of flat
iron, which bars, for a carriage weighing with its load about four tons,
(that weight being intended to be borne upon four such wheels,) may
be half inch thick by three inches broad; and if the wheel is three feet
diameter, it should have eight or ten arms; or if the wheel is thirty-two
inches diameter, it should have six or eight arms. In the formation of
such a wheel, the bars for the several spokes are wrought with elbow
bends p, q, t, near the middles of their lengths; the prolongations
beyond those elbow bends being curved, as represented at p, r, in the
Drawing, so that when the proper number of such spokes are put
together, their curved prolongations beyond the elbow bends will form
a complete circle, and their straight parts within those elbow bends
will form the radii of that circle; to unite all these spokes together to
form a wheel, the proper number are laid round in a mould suitably
prepared for the purpose of casting the central nave, in the manner
usually practised by iron founders. The central ends of the spokes
which project into the cavity of the mould for the nave, being heated
before so laying them in the mould, according to the usual practice of
iron founders when they intend to run cast iron around wrought iron,
and the cast iron for forming the nave A, is run around the inner or
central ends of all the spokes, which ends had been previously indented
or cut dovetailed so much that they cannot draw out of the cast
iron which is run around them, or a hole may be pierced through the
said ends about which the cast iron is to be run; and for security
against splitting the cast iron nave, circular hoops v, v, of malleable
iron may be put on around both the projecting ends of the cast iron
nave A, those hoops being applied hot, so as to shrink on the cast iron
and bind it very firmly. The outer ends or curved prolongations of
the spokes beyond the elbow bends (which prolongations fit together,
as shewn in the Drawing, to form a circular rim,) overlap each other
sufficiently to enable them to be united one to another; for instance,
the extreme end r of the curved prolongation of the spoke a, is
accurately fitted into and upon the recess at q, which is formed like
a double crank bend in the elbow bend of the spoke b; and the extreme
end S of the curved prolongation of the spoke b, is in like manner

page_text: received into a similar recess t at the elbow bend of the spoke c, and so
of all the others. The extreme end of each prolongation when it thus
overlaps and rests upon the elbow bend of the next spoke must form a
good joint in the recess, which joint is secured by welding, or a strong
rivet or rivets put through the extreme end of the prolongation and
through the recessed or double cranked part of the elbow bend. The
curved prolongations of the spokes when thus rivetted together at their
several joinings form a firm circular rim p, r, q, s, t, to the wheel, around
which the wrought iron tire T that is to run upon the rails of the railway
is fixed by the same means as is usually taken for applying the hoop tire
on wheels of carriages, viz', the said tire is a circular hoop formed of a
wrought iron bar rolled into the proper shape for travelling upon the
rails; a proper length of such a bar is curved into a circle and the ends
welded together, and the hoop being applied whilst hot around the
circular rim (made as aforesaid by the curved prolongations of the
spokes), the shrinking or contraction of the hoop in cooling firmly
embraces the said circular rim and forms a strong and secure wheel.
T, T, is the tire with what is called its crease or flange f, which is a
rim projecting out on one side of the wheel beyond that part of the
edge of the rim which is to bear on the top of the rails, in order that
the flange may apply to the side of the rails and prevent the wheel
running off sideways from the rails. The form of the flange f, and of
the external part of the tire T, may be the same as is commonly used,
and the hoop of tire may be fastened on the rim formed by the pro-
longations of the spoke by conical pins put through the tire and the
said rim in a direction pointing towards the centre of the wheel, the
pins being fitted into corresponding holes bored through the tire with
their largest ends on the outside thereof, that the pins may hold the
tire tight without any projecting heads on the outside of the tire. The
small ends of the pins which project through the inner rim may be
rivetted or have nuts screwed on them. Or, in order to make the tire
hold very securely on the outside of the rim formed by the prolongations
of the spokes without any pins, the iron bar of which the tire is formed
may be rolled of the shape shewn on a larger scale in Figure 3, with a
bead 9, g, projecting about 11th of an inch from each edge of the bar

page_text: above the flat surface thereof on that side which is to form the interior
of the hoop for the tire, the breadth or space left vacant between those
beads being sufficient to receive the edge r of the rim formed by the
prolongations of the spokes. The expansion of the hoop of 'tire when
heated will allow it to be applied around the said rim r, but when it
contracts thereon by cooling, the projecting beads 9, 9,
will overlap
cach edge of the rim, and effectually prevent the tire coming off there-
from; or otherwise, for the same object, the bars of which the spokes are
formed may be rolled rather concave on one side like a shallow gutter or
trough, the other side being either convex or flat, and when those bars
are wrought into spokes with elbow bends, as before described, their
concave sides should be outwards on the circumference of the circle
that is to be formed by the prolongations of the spokes beyond those
elbow bends; see a section on a larger scale, Figure 4; and in that case
the bar of which the tire is formed shall be rolled with a corresponding
convexity on that side which is to form the inside of the hoop, which
hoop being made of a proper size, and then heated in order to expand
it, and get it on around the rim formed by the prolongations of the
spokes, the convex inside of that hoop when it contracts by cooling
will fill the concave on the circumference of the prolongations, and
effectually prevent the tire coming off therefrom; or vice versa, the
bars of which the spokes are formed may be rolled convex, and the
hoop of tire concave. Note. Instead of making each of the spokes
and its prolongation out of the same piece of iron bar, as before
directed, the spoke may be made of a piece of one bar, which is rolled
to any pattern of transverse section that is judged most suitable for
the spokes of the wheel, and the prolongation may be made from
another bar rolled to any different pattern of transverse section which
may be judged most suitable for the circular rim that is to be formed
by the said prolongations; the said two pieces of different bars being
firmly welded together at the elbow bend, so as to be as strong as if
both spoke and prolongation were made by bending one piece of iron
bar. This mode of making the elbow bend will facilitate the forma-
tion of the recess or double cranked bend, into which the extreme end
of the next prolongation is to lodge.

page_text: Figure 5 represents a side elevation of a segment of another wheel
made according to my improvements. The ends of the spokes are put
into a mould, and hammered into the form or forms shewn at a, a, a, a,
in the Drawing, or they may be spread out into any other form that will
be most convenient for welding them to the rim. A circular ring S, S, of
wrought iron is then made of the proper diameter to receive the tire,
and the spokes are welded to it. To make this rim perfectly circular,
and of a proper diameter to fit accurately to the inside of the hoop of tire
T which is intended to surround it, the said rim may be fitted upon a
mandril or circular mould, which has openings or slits in its circum-
ference at proper distances. to receive the arms when the rim is put
upon the mandril, by the common expedient of expanding the rim by
heat, dropping it on the mandril, and whilst the rim is contracting
again in cooling it is retained at the required diameter by the resist-
ance of the mandril, which mandril may be made in two halves or in
three or more parts, so kept apart as to form a true circle of the
proper size, by the interposition of suitable wedges or by screws, which
being withdrawn or unscrewed the said parts will collapse to facilitate
the taking off of the wheel from the mandril when cold; or the spokes
may be welded to a bar of wrought iron at proper distances apart, and
at right angles to that bar, and then turning the bar into a circular
form, by hammering it into a circular mould which should be the seg-
ment of a circle of the diameter of the inside of the tire, and when the
rim is thus formed into a circular shape, and the ends of the bar forming
the rim are brought together, they should be welded. To make this
rim, to which the arms have been previously, welded, of the exact
diameter required for the rim, it should be fitted upon a circular man-
dril prepared witli openings or slits to receive the arms in the manner
above described; or otherwise the said rim, to which the arms are pre-
viously welded and its ends welded together, may be heated red, and
hammered down into a true circular mould, which is made bell-mouthed
to facilitate the entrance of the rim into it; or I weld the spokes
immediately to the rim or hoop of tire, as shewn at d, d, in the Drawing,
without the intervention of an interior rim.
Figure 6 represents another wheel, in which each spoke is formed of

page_text: two bars of iron laid together at one end, as at a, a, a, to form like one
bar, and the prolongations of each of the single bars of the spokes
beyond the elbow bends b, b, b, of each of the bars being bended in
opposite directions, as shewn in the Drawing, they form a curved pro-
longation of the compound spoke on each side of it; those prolongations
of the different spokes meet each other as at 0, 0, 0, in the middle of the
spaces between the spokes, and where those ends overlap they may be
rivetted together to form a circular rim around which the tire is applied;
or the overlap at the ends of the spokes where they meet may be
welded together, as at C, a mode of junction which will add much to
the support of the tire; or the bar of which each spoke is formed may
be bended with two elbow bends, the middle part between those two
elbow bends forming a portion of the circular rim, and the two ends of
the bar being straight, thus V, so that each bar forms a sector of a
circle, and a proper number of such sectors being put together with the
straight parts in contact will form a wheel, whereof cach spoke is com-
posed of two bars; the circular rim of the wheel so composed must be
surrounded by a circular hoop of tire. The spokes in Figures 5 and 6
must be attached to the nave in the same manner as before described
in Figures 1 and 2.
Figure 7 represents a section of another form of wheel, the spokes
of which are made by bending a bar of iron into the shape shewn at
a, a, b, b. The end b, b, forming a double elbow bend is placed in the
transverse direction of the bar of iron constituting an inner rim, such
as herein-before described, and is joined to such rim by rivets or by
welding. The ends a, a, are to be fixed in the nave by rumming cast
metal around them in the manner described in Figure 1. Upon the
spokes and rim thus combined I put the tire, in the manner directed
in the description of Figures 1, 5, and 6; the bar of iron out of which
these arms are made may be flat, square, or round. The rim of tire
previously described is of the form adapted for travelling upon that kind
of railroads commonly called the edge rail; but rims of tire such as
shewn at T, in Figure 8, suitable for travelling upon the plate rail may
be laid upon the interior rim of any of the wheels herein-before
described, and in the manner therein directed.

page_text: Figure 8 represents a section of a wheel intended to be used upon
tram or plate railroads. For carriages meant to carry 20 cwt. upon
four such wheels, each having 6 or 8 spokes, the spokes for this wheel
may be made of ths of an inch square iron, or ths of an inch round
iron. They are to be joined to the interior rim (or to the rim of
tire where no interior rim is required), and to the nave, by the means
described in Figure 5.
Having now described the construction of wheels made according to
my improvements for carriages to be used on railroads, I do hereby
declare that I make no claim to the exclusive use of wrought iron
spokes or wrought iron tire for such wheels, nor to the mode herein-
before described of uniting wrought iron spokes to the cast iron nave;
but my Invention consists,―
First, in the improvement herein-before described, and represented
in Figures 1 and 2, of making the wheels of carriages to be used on
railways with wrought iron spokes having elbow bends and curved pro-
longations from such spokes, which prolongations join one to another in
the manner herein-before described, so as to form a circular rim of
wrought iron to support and give strength to the hoop of wrought iron
tire which is applied and fixed around that circular rim.
Secondly, in the improvement herein-before described, and represented
in Figures 3, 4 and 8, of either making the circular hoop of iron tire,
which is to be applied around the circular rim of any wheels for
carriages to be used on railways out of bar iron, which is rolled with
projecting beads at the edges on that side which is to form the inside
of the hoop of tire in the manner herein-before described, and shewn in
Figures 2, 3, and 8; or else of making the said hoop out of bar iron
rolled with a convexity in the middle of that side which is to form the
inside of the hoop, corresponding to a concavity which must in that
case be given to the exterior circumference of the rim of the wheel, as
herein-before described and shewn in Figure 4; or else in making
the interior of the tire concave, and the inner rim formed by the
prolongations of the spokes convex, as previously described; in order
that in any case the hoop of iron tire may, after it has been put on in
a heated and expanded state, be retained securely from coming off,

page_text: either by the overlapping of the projecting beads of the tire over the
edges of the rim of the wheel, or else by the interlocking of the said
convexity or concavity of the tire into the said concavity or convexity
of the rim of the wheel.
Thirdly, in the improvement herein-before described, and represented
in Figure 5, of making the wheels of carriages to be used on railways
with wrought iron spokes, moulded at their outer ends into the form
shewn in the Drawing, Figure 5, as at a, a, a, a, or having elbow bends
at the outer ends to form feet, as at d, d, d, which ends of the spokes
are joined by welding, or by conical bolts or rivets without heads at the
outside, either to a complete ring of wrought iron around which a hoop
of wrought iron tire is to be applied and fixed, or else to a hoop of
wrought iron tire made of sufficient strength to retain its circular
curvature without any such inner ring, in manner herein-before
described.
Fourthly, in the improvement herein-before described, and represented
in Figure 6, of forming each spoke of two bars of iron laid together at
one end as far as the elbow bends, and the parts beyond those elbow
bends being bent in opposite directions to form curved prolongations of
cach of the compound spokes on each side thereof, and which prolong-
ations, when united together, form a circular rim upon which the tire
is laid, as before described, and as shewn in the Drawing, Figure 6.
In witness whereof, I, the said William Losh, have hereunto
set my hand and seal, this Twenty-sixth day of February, in
the year of our Lord One thousand eight hundred and thirty-
WILLIAM (L.S.) LOSH.
Signed, sealed, and delivered, having been
first duly stamped, in the presence of
THOMAS CARR,
Solicitor, Newcastle.

page_text: AND BE IT REMEMBERED," that on the Twenty-sixth day of
February, in the year of our Lord 1881, the aforesaid William Losh
came before our said Lord the King in His Chancery, and acknow-
ledged the Specification aforesaid, and all and every thing therein
contained and specified, in form above written. And also the Specifica-
tion aforesaid was stamped according to the tenor of the Statute made
for that purpose.
Inrolled the Twenty-eighth day of February, in the year of our
Lord One thousand eight hundred and thirty-one.

page_text: En the Matter of a Patent granted to William Losh, of Benton
House, in the County of Northumberland, Esquire, for his
Invention of "CERTAIN IMPROVEMENTS IN THE CONSTRUCTION
OF WHEELS FOR CARRIAGES TO BE USED ON RAILWAYS," and
bearing date at Westminster, the Thirty-first day of August,
One thousand eight hundred and thirty.
DISCLAIMER entered pursuant to an Act passed in the fifth and
sixth years of His present Majesty's reign, intituled "An Act to
amend the Law touching Letters Patent for Inventions," with the
Clerk of the Patents of England by the said William Losh.
I, the said WILLIAM LOSI, do hereby declare that since the enroll-
ment of the Specification of my said Invention, pursuant to the proviso
in the said Letters Patent in that behalf contained, I have been advised
that it is doubtful whether the plan of fastening on the tire by means
of one convex and one concave surface has not been practised with
some modification in some kinds of wheels before the date of the said
Patent; and for this reason I, the said William Losh, do hereby
disclaim the following parts of the said Specification (that is to say) :-
Towards the middle of the Specification, where the mode of fastening
the tire on the rim is described, I hereby disclaim the words "or
otherwise, for the same object, the bars of which the spokes are formed
may be rolled rather concave on one side like a shallow gutter or
trough, the other side being either convex or flat, and when those bars
are wrought into spokes with elbow bends, as before described, their
concave sides should be outwards on the circumference of the circle
that is to be formed by the prolongations of the spokes beyond those
elbow bends; see a section on a larger scale, Figure 4; and in that
case the bar of which the tire is formed shall be rolled with a corre-
sponding convexity on that side which is to form the inside of the hoop,
which hoop being made of a proper size, and then heated in order to

page_text: expand it, and get it on around the rim formed by the prolongations of
the spokes, the convex inside of that hoop when it contracts by cooling
will fill the concave on the circumference of the prolongations, and
effectually prevent the tire coming off therefrom; or vice versâ, the
bars of which the spokes are formed may be rolled convex, and the
hoop of tire concave." And further on, in the claiming clause of the said
Specification, under the second head of claim, I hereby disclaim the
words "or else of making the said hoop out of bar iron rolled with a
convexity in the middle of that side which is to form the inside of the
hoop, corresponding to a concavity which must in that case be given to
the exterior circumference of the rim of the wheel, as herein-before
described and shewn in Figure 4; or else in making the interior of the
tire concave, and the inner rim formed by the prolongations of the spokes
convex, as previously described; in order that in any case the hoop of
iron tire may, after it has been put on in a heated and expanded state,
be retained securely from coming off, either by the overlapping of the
projecting beads of the tire over the edges of the rim of the wheel, or
else by the interlocking of the said convexity or concavity of the tire
into the said concavity or convexity of the rim of the wheel."
In witness whereof, I, the said William Losh, have hereunto set
my hand, this Eighteenth day of May, One thousand eight hun-
dred and thirty-six.
This is to certify, that William Losh, of Benton House, in the
County of Northumberland, Esquire, hath applied to me for leave to
enter with you the above-written Disclaimer of part of the title and
of the Specification of a certain Invention for which Letters Patent
were duly granted to him under the Great Seal, bearing date the
Thirty-first day of August, One thousand eight hundred and thirty,
and the Specification of which was enrolled on the Twenty-eight day

page_text: of February, One thousand eight hundred and thirty-one. And on con-
sidering of the said application, and the same having been advertized
in the London Gazette on the Third day of May, the Morning
Chronicle and the Times on the Fourth day of May, and the Newcastle
Journal on the Seventh day of May, 1836, and no objection having
been made to the said application, I have accordingly granted leave to
the said William Losh to file his said Disclaimer of part of the title
and of the Specification of the said Invention, pursuant to the Statute
passed in the sixth year of the reign of His present Majesty, entitled
An Act to amend the Law touching Letters Patent for Inventions.
Lincoln's Inn, 20th May 1836.

page_text: AND BE IT REMEMBERED, that on the oath of William Bell,
the younger, the Disclaimer aforesaid was inrolled word for word as
above written. And also the Disclaimer aforesaid was stamped
according to the tenor of the Statutes made for that purpose.
Inrolled the Fourteenth day of June, in the year of our Lord 5
One thousand eight.hundred and thirty-six.

page_text: તા.
Patent granted
House,
WILLIAM LOSH, Of Dent
in the County of Northumberland, Esquire, for his Invention of
"CERTAIN IMPROVEMENTS IN THE CONSTRUCTION OF WHEELS FOR CARRIAGES
TO BE USED ON RAILWAYS," and bearing date at Westminster the
Thirty-first day of August, One thousand eight hundred and thirty.
MEMORANDUM OF ALTERATION AND DISCLAIMER entered by the
said William Losh, pursuant to the provisions of an Act passed in the
fifth and sixth years of the reign of His late Majesty King William
the Fourth, intitled "An Act to amend the Law touching Letters Patent
"for Inventions."
I, the said William Losh, do hereby declare that since the grant of the
said Letters Patent and the inrolment of the Specification thereof, pursuant
to the proviso in the said Letters Patent in that behalf contained, I brought
an action at law against one John Hayne, for infringing the exclusive
privileges granted to me by the said Letters Patent, and the jury on the trial
of the said action found that the defendant's manufacture was a gross infringe-
ment of the best parts of my said Invention, but gave their verdict for the
defendant on the ground of want of novelty in some other and unimportant
parts of my said Invention, certain small truck wheels and other wheels not
adapted in any way to railroad purposes, but of a make used prior to the date

page_text: of my said Letters Patent, having been produced and shewn on the trial of the
said action at law, and which the jury were directed, as I conceive erroneously,
_to_consider_ sufficiently-resembling the said-unimportant parts-of-my-said
Invention, to warrant their finding their verdict for the defendant; and for this
reason, as also to avoid the expence, the delay, and the uncertainty of an
application for a new trial, and the said parts of my said Invention on which
the jury aforesaid founded their said verdict having been long disused by me,
I, the said William Losb; do hereby make the following alterations in and
disclaim the following parts of the said Specification, that is to say -
In the first part of my Specification, wherein I state the object intended to
be attained by my said Invention, instead of the words "the spokes are to be
" joined one to another and to the rims or tires and to a cast-iron contral

page_text: "therefrom." And a few lines further on in the said Specification I hereby
disclaim the whole of the description of Figure 5. And further on in the said
Specification, and towards the end of the description of Figure 6, after the
words "the spokes in" I hereby disclaim the words Figures 5 and 6 and
substitute the following words or alteration, "this Figure." And further on
in the said Specification I hereby disclaim the whole of the descriptions
of Figures 7 and 8. And further on, in the claiming clause of the said
Specification, in the first head of claim I hereby disclaim the word "join,"
and substitute the following word or alteration "fit;" and in the second head
of claim I hereby disclaim the words, "Secondly, in the improvement herein-
"before described, and represented in Figures 3, 4, and 8, of either making

page_text: In witness whereof, I, the said William Losh, have hereunto set my
hand, this Eleventh day of February, One thousand eight hundred and
thirty-nine.
HITE,
9, Bow Church Yard, London.
To the Clerk of the Patents of England.
This is to cortify, that William Losh, of Benton House, in the County of
Northumberland, Esquire, hath applied to me for leave to enter with you the
above-written Disclaimer of part of the Specification of a certain Invention for
which Letters Patent were duly granted to him under the Great Seal, bearing
date the Thirty-first day of August, One thousand eight hundred and thirty,
and the Specification of which was inrolled on the Twenty-eighth day of
February, One thousand eight hundred and thirty-one; and on considering of
the said application, and the same having been advertized in the London
Gazette on the Twenty-second day of January, in the Morning Chronicle and
the Times on the Twenty-third day of January, and the Newcastle Chronicle
on the Twenty-sixth day of January, One thousand eight hundred and thirty-
nine, and no objection having been made to the said application, I have
accordingly granted leave to the said William Losh to file his said Disclaimer
of part of the Specification of the said Invention, pursuant to the Statute
passed in the sixth year of the reign of His late Majesty King William the
Fourth, intituled "An Act to amend the Law touching Letters Patent for
"

page_text: This is the parchment writing referred to in the affidavit of William Bell.
Sworn before me this Twenty-second day of February 1839.
N. W. SENIOR.
WILLIAM BELL, of Number Thirty, Cloudesley Street, in the Parish of
Islington, in the County of Middlesex, Gentleman, maketh oath and saith,
that on the Eleventh day of February instant, at Paris, in the Kingdom of
France, he was present, and saw William Losh sign and subscribe his name
to the parchment writing or Disclaimer marked with the letter A, now
produced, to this deponent at the time of swearing this his affidavit, and that
the name "William Losh" set and subscribed to the said parchment writing
is the proper handwriting of the said William Losh, and that the names
"William Bell," "W". White," set and subscribed to the said parchment
writing as witnesses to the signature of the said William Losh are the
respective proper handwritings of the said William White and of this
deponent, in whose presence the same was signed. And this deponent further
saith, that on the Thirteenth day of February instant he was also present, and
did see the said William Losh acknowledge the said parchment writing or
Disclaimer in the presence of and before Thomas Pickford, Her Britannic
Majesty's Consul at Paris, and that the name Thomas Pickford subscribed to
the said acknowledgment was signed by him in the presence of this deponent,
and is the proper bandwriting of the said Thomas Pickford, and that the seal
thereupon impressed is the scal of the said Thomas Pickford as such Consul,
and was also impressed in this deponent's presence.