IMPROVEMENTS IN THE CONSTRUCTION OF RAILWAY CARRIAGES AND OTHER ROLLING STOCK, AND IN APPARATUS CON- NECTED THEREWITH
Year: 1873

page_text: LETTERS PATENT to Joseph Henry Betteley, Engineer, and Thomas
Sharer, Gentleman, both of Gracechurch Street, in the City of
London, for the Invention of "IMPROVEMENTS IN THE CONSTRUCTION
OF RAILWAY CARRIAGES AND OTHER ROLLING STOCK, AND IN APPARATUS CON-
NECTED THEREWITH."
Scaled the 18th July 1873, and dated the 20th January 1873.
PROVISIONAL SPECIFICATION left by the said Joseph Henry Betteley
and Thomas Sharer at the Office of the Commissioners of Patents,
with their Petition, on the 20th January 1873.
We, JOSEPH HENRY BETTELEY, Engineer, and THOMAS SHARER,
Gentleman, both of Gracechurch Strect, in the City of London, do
hereby declare the nature of the said Invention for "IMPROVEMENTS IN
THE CONSTRUCTION OF RAILWAY CARRIAGES AND OTHER ROLLING STOCK, AND IN
APPARATUS CONNECTED TREBEWITH," to be as follows:-

page_text: which have hitherto been attached to the frame and axle only. This
improved arrangement will render springs capable of being made much
lighter, and will much modify the effect of concussion by insulating the
body of the carriage from the under framing thereof.
Secondly. In adapting to the sides and ends of the bodies of railway
carriages a regulator which is attached to the under framing thereof.
The regulator consists of a strap or plate of metal with a bolt fixed to
the body of the carriage, the said bolt taking into a slot in the centre of
the strap or plate so as to allow for the motion of the springs. The
advantage of this arrangement is further to modify the play of the
springs, and to prevent the oscillation of the carriage.
Thirdly. In a new or improved mode of connecting together the
several carriages composing a train which we propose to effect in the
following manner :-We place a continuous solid bar of iron or steel in
the centre of the under framing of each carriage, and connect this bar
with the corresponding bar in the adjoining carriage by having one end
of the said bar tapered, so as to fit into a socket which becomes a joint
by a tapered pin being mado to pass through both the tapered end and
the socket. The inclined planes of the tapered end, and also of the
socket into which they bed, will enable the bars to accomodate them-
selves to any slight difference of height above the rails at which tho
various carriages may stand. The tapered pin also forms a pivot on
which the carriages may turn whilst in motion, so as to adapt themselves
to the travelling of curves, and the pin being tapered will cause the
incliued planes exactly to adjust themselves to each other, and so
cause the whole train to be entirely connected from end to end.
This continuous bar may further be converted into a continuous
buffer in the following manner:-We place above and below the said
continuous bar and at right angles to it a pair of double springs,
which are attached to beams in the framework, and we connect the said
springs together by a plate at each side of the said springs. Through
the aforesaid plate a hole is made to allow the bar to work freely therein.
The bar is provided with lips or flanges. situate at such distance from
the plate on each side of the springs as may be found convenient having
regard to the working of the springs. These lips or flanges attached to
the bar bed in the plate, and upon the two being forced into contact by
the longitudinal motion of the bar the force is convoyed to the springs,
and so transferred from the springs first struck-to the whole of tho

page_text: springs throughout the train; and it is manifest that the action of the
springs is effectual alike from whichever end of the train the concussion
may come, because the lips or flanges. will act on either side of the
springs. Morcover another advantage of having the buffer in the centre
of the framing is that the angles of the various carriages relatively to
cach other in travelling round a curve aro reduced to the greatest
possible extent in opposition to the ordinary mode of applying non-
continuous buffers at the sides of carriages, inasmuch as it is evident
that the form of buffer hitherto in use has tended by throwing the
pressure on the inside buffer to cause an unequal pressure upon the
buffers on the outside of the curve, and consequently to increase the
risk of the train being thrown off the line. It is besides evident that
the homogeneous action of the buffer throughout the train tends to
distribute the force in lieu of each separate carriage bearing the brunt
of a blow, and the successive contact of cach carriage when struck with
the one adjoining helps to intensify the effect of collision.
Our Invention consists,―
Fourthly. In a new and improved mode of applying brakes to railway
carriages as follows:-We place along the centre and underneath the
under framing of the carriage a bar of steel or iron connected to the
frame by brackets, in which it may be caused to revolve by a dragging
wheel and chain operated from the brake van or otherwise. The said
bar is made with two threads or screws, one acting right and the other
left. Each screw works in a double-armed boss, in the inner portion of
which boss is a thread corresponding with that of the screw in con-
nection with which it works. Connected with the arms of each boss is
an arm or lever extending at right angles till it approaches a convenient
distance from the edge of the framework of the carriage where a bolt
passes through it, securing it to the framework of the carriage, and acts
as an additional fulcrum. Thence the arm or lever is extended outside
the edge of the framework of the carriage till it projects far enough to
be turned in the direction of the wheel, and at its extremity a brake
block is affixed for forming contact with the wheel of the carriage. At
the point of junction of the arms of the aforesaid boss and lever the lever
is provided with a slot through which a bolt passes, which is firmly
connected with the arms of the boss, so that when the bar revolves it
allows of play for the increased length of the lever commensurate
with the travelling on the screw thread from the point at which it was

page_text: at right angles to the bar when the brake was out of action. This brako
can be made continuous by connecting the bar of one carriage with that
of the other in the following manner, viz. :-One end of the bar is pro-
vided with a slot, along which the bolt in the rod to be joined works.
The adjoining rod at its extremity diverges into two arms in the
centro of which the slotted end works. This form of junction admits
both of the play of the buffers of the carriage longitudinally and of the
revolution of the bar whilst working in the screw thread. Another
improved mode of applying brakes consists in placing on the centre of
the axles of each carriago a friction wheel and band worked by a lever
connected to the aforesaid continuous bar, which in this case only
requires to be a plain bar. The aforesaid lever is a bent lever whoso
fulcrum is a pivot connected with the framework. The small arm of
the lever is connected with the friction band, which is provided with
two eyes through which it is bolted to the lever, which at this point
has a head which at the edge near the bolts has the form of an arc of a
circle or quadrant. The bar of one carriage is connected with the
other bar of an adjoining carriage in the same manner as the drawing
and buffer bar. The end of tho bar which comes immediately under tho
brake van is provided with lateral teeth in which a corresponding cog
whical works, so that when operated upon in conjunction with a
shaft worked by a man wheel or otherwise in the van, the bar can be
moved backwards or forwards at will, and so tighten or loosen the band
on the friction wheel. The whole of these arrangements constituto an
improved carriage, and tend to lessen the force of any concussion, and
to retard a train whilst in motion in the most effectual manner, so as to
diminish the effect of any imminent blow, and also when the blow is
struck by making the body of the carriage separate from the under
framing thereof,; the Icast possible ill effect in cach carriage is
SPECIFICATION in pursuance of the conditions of the Letters Palent,
filed by the said Joseph Henry Betteley and Thomas Sharer in the
Great Seal Patent Office on the 19th July 1873.
TO ALL TO WHOM THESE PRESENTS SHALL COME, wc, JOSEPHI
Henry BetteLEY, Engineer, and Thomas Sharer, Gentleman, both of 3
Gracechurch Street, in the City of London, send greeting.

page_text: WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Twentieth day of January, in the
year of our Lord One thousand cight hundred and seventy-three, in the
thirty-sixth year of Her reign, did, for Herself, Her heirs and suc-
cessors, give and grant unto us, the said Joseph Henry Betteley and
Thomas Sharer, Her special licence that we, the said Joseph Henry
Bettcley and Thomas Sharer, our executors, administrators, and assigns,
or such others as we, the said Joseph Henry Betteley and Thomas Sharer,
our executors, administrators, and assigns, should at
any timo agrcc with,
and no others, from time to time and at all times thereafter during the
term therein expressed, should and lawfully might make, use, exercise,
and vend, within the United Kingdom of Great Britain and Ireland, thic
Channel Islands, and Isle of Man, an Invention for "IMPROVEMENTS
IN THE CONSTRUCTION OF RAILWAY CARRIAGES AND OTHER ROLLING STOCK, AND IN
APPARATUS CONNECTED THEREWITH," upon the condition (amongst others)
that we, the said Joseph Henry Betteley and Thomas Sharer, our
executors or administrators, by an instrument in writing under
our, or their, or one of their hands and seals, should particularly
describo and ascertain the nature of the said Invention, and in what
manner the same was to be performed, and cause the same to be filed
in the Great Scal Patent Office within six calendar months next and
immediately after the date of the said Letters Patent.
NOW KNOW YE, that we, the said Joseph Henry Betteley and Thomas
Sharer, do hereby declare the nature of our said Invention, and in what
manner the same is to be performed, to be particularly described and
ascertained in and by the following statement, that is to
This Invention consists,―
say:-
Firstly. In making the body and under framing of a railway carriage.
separate from each other, and in placing springs between the body and the
under framing of the carriage in lieu of or in addition to the springs,
which have hitherto been attached to the frame and axle only. This
improved arrangement will render springs capable of being made much
lighter and will much modify the effect of concussion by insulating the
body of the carriage from the under framing thereof.
Secondly. In adapting to the sides and ends of the bodies of railway
carriages a regulator which is attached to the under framing thereof;
the regulator consists of a strap or plate of metal with a bolt fixed to

page_text: the body of the carriage, the said bolt taking into a slot in the centre
of the strap or plate so as to allow for the motion of the springs. The
advantage of this arrangement is further to modify the play of tho
springs and to prevent the oscillation of the carriage.
Thirdly. In a new or improved mode of connecting together the
several carriages composing a train, which we propose to effect in tho
following manner:-We place a continuous solid bar of iron or steel in
the centre of the under framing of each carriage, and connect this bar
with the corresponding bar in the adjoining carriage by having one end
of the said bar tapered, so as to fit into a socket which becomes a joint
by a tapered pin being made to pass through both the tapered end and
the socket. The inclined planes of the tapered end and also of the
socket into which they bed will enable the bars to accomodate
themselves to any slight difference of height above the rails at which
the various carriages may stand; the tapered pin also forms a pivot, on
which the carriages may turn whilst in motion, so as to adapt them-
selves to the travelling of curves, and the pin being tapered will cause
the inclined planes exactly to adjust themselves to each other, and so cause
the whole train to be entirely connected from end to end. This
continuous bar may further be converted into a continuous buffer in the
following manner:-We place above and below the continuous bar, and
at right angles to it a pair of double springs which are attached to
beams in the framework, and we connect the said springs together by
a plate at each side of the said springs. Through the aforesaid plate a
hole is made to allow the bar to work freely therein. The bar is
provided with lips or flanges, situate at such distance from the plate on
each side of the springs as may be found convenient, having regard to
the working of the springs. These lips or flauges attached to the bar
bed on the plate, and upon the two being forced into contact by the
longitudinal motion of the bar, the force is conveyed to the springs, and
so transferred from the springs first struck to the whole of the springs
throughout the train, and it is manifest that the action of the springs is
effectual alike from whichever end of the train the concussion may comc,
because the lips or flanges will act on cither side of the springs. Morc-
over another advantage of having the buffer in the centre of the
framing is that the angles of the various carriages relatively to cach
other in travelling round a curve are reduced to the greatest possiblo
extent in opposition to the ordinary modo of applying non-continuous

page_text: buffers at the sides of carriages, inasmuch as it is evident that the form
of buffer hitherto in use has tended by throwing the pressure on the
inside buffer to cause an. unequal pressure upon the buffers on the
outside of the curve, and consequently to increase the risk of the train
being thrown off the linc. It is besides evident that the homo-
geneous action of the buffer throughout the train tends to distribute the
force, in lieu of each separate carriage bearing the brunt of a blow, and
the successive contact of each carriage when struck with the one
adjoining helps to intensify the effects of collision.

page_text: longitudinally, and of the revolution of the bar whilst working in the
screw thread.
Another mode of applying brakes consists in placing on the centre
of the axles of cach carriage a friction wheel and band worked by a
lever connected to the aforesaid continuous bar, which in this casc
only requires to be a plain bar. The aforesaid lever is a bent
lever, whose fulcrum is a pivot connected with the framework. The
small arm of the lever is connected by the friction band, which is
provided with two cycs through which it is bolted to the lever, which
at this point has a head which at the edge near the bolts has the form
of an arc of a circle or quadrant. The end of the bar, which comes
immediately under the brake van is provided with lateral teeth in
which a corresponding cog wheel works, so that when operated upon in
conjunction with a shaft worked by a man wheel or otherwise in thic
van the bar can be moved backwards or forwards at will, and so tighten
or loosen the band on the friction wheel. The whole of these arrange-
ments constitute an improved carriago and tend to lessen the force of
any concussion and to retard a train whilst in motion in the most
effectual manner, so as to diminish the effect of any imminent blow, and
also when the blow is struck by making the body of the carriage
separate from tho under framing thereof, the least possible ill effect in
cach carriage is secured.
And in order to explain our said Invention more fully wo now proceed
to describe the means by which it may be carried into practical effect,
reference being had to the illustrative Sheet of Drawings accompanying
these Presents, and to the numeral figures and letters of reference
marked thereon respectively as follows:-
-
DESCRIPTION OF THE DRAWING.
Figures 1 and 3 represent a section and plan of a railway carriage
showing the way the carriage is mounted on the springs and held in its
place; it shows also the part of the continuous buffer belonging to the
said carriage, and the spring of this buffer, also the arrangement of the
continuous brake rod.
Figures 2, 4, and 5 respectively represent a section, plan, and end view
of the brake van showing another mode of arranging the buffer.
Figures 6 and 7 show the way the buffer bars are joined or connected
together.

page_text: Figure 12 shows anotlier method of applying the brake by means of
bars joined to the brake, as hereafter described.
Figure 18 shows the brake applied to railway carriages.
Figure 14 shows an arrangement for adjusting the brake block.
At each of the above mentioned Figures similar letters of reference
are employed to denote corresponding parts.
As regards Figure 1, which shows the method of insulating the body
of a railway carriage from the frame thereof, the body and under
framing of the carriage are made separate from each other, and springs
of laminated steel (A) are placed between them. A slotted plate is in-
troduced at the ends and sides in which a vertical screw fits whose lower
end abuts on a projecting armlet working in the slot; this acts as a
regulator (B) to the springs. This arrangement secures casy riding in
ordinary journeying, dissipates the unpleasant results of braking, and
greatly diminishes wear and tear and the effects of any concussion by
insulating the frame and body. Whilst securing all these objects the
weight of the body may be reduced, and also that of the springs.
As regards the continuous buffer represented at Figures 1 and 3, a
continuous sold bar of iron or stecl (C) is introduced in the centre of
the under framing of cach carriage, which bar moves freely in suitable
bushes both ways till the lips or flanges with which it is furnished come
in contact with a plate of iron or steel embracing in preference laminated
steel springs (C¹), which together with the bar bear the force of the
blow, which is dissipated without expending itself on the carriage, thus
diminishing risk to life and limb, as well as unpleasant concussion in
ordinary circumstances; simultaneously the force passes on to the next
set of springs; it is then passed on to the succeeding carriages by virtue
of the mode in which they are connected, and the whole train is in fact
insulated on the bar and springs, and cach carriage bears only its own
share of the blow.

page_text: Another method represented at Figures 2 and 1 is as follows:-
Provision can be made if desired to allow of the play in each carriage in
addition to that provided as before named by the springs and continuous
bar by arranging the following connection of the bar, viz:-An interval
which however must never exceed the play of the springs is left in the
centre of the carriage, and the two divisions of the bar are inserted in a
tube or guide (F) which serves at the same time as a bush and lateral
support, so that when the interval has been travelled by the section first
struck, the force is still transferred when the two sections of the bar abut
upon each other, and yet all the while the force never injures the
carriage for the obvious reason that it is never called on to bear the blow
till the whole relief afforded by the conjunction of springs and bars
throughout the train is exhausted.
We now proceed to describe the method represented at Figures 1, 3, 6,
and 7, for connecting the carriages together as follows:-The junction of
the carriages (D) is formed by having the ends of the bars in each
carriage furnished with convex buffer shields; an oval junction picce (D'),
is fitted horizontally into a corresponding cavity in each buffer shield, and
is secured by a pin passing through the shield and interposed plate, thus
admitting only of reasonable play, and yet securing facility in passing
round curves.
Another method represented at Figures 2 and 4 of conneeling
carriages together is as follows:-The junction is formed by the main bar
being furnished with a common link joint (E) terminating under the
framing, access to which may be obtained through the flooring of the
carriage. An india-rubber pad is placed at the ends of the frame to
allow of "shunting" without injury. The coupling of the carriages can
thus be made closer than even method 1 admits of. It is manifest that
the distribution of the force throughout the train is calculated to
diminish disaster to the occupants of the respective carriagesin contra-
distinction to the accumulation of force which takes place in a
terminal buffer which leaves a large intervening space of each vehicle
unprotected. Morcover the terminal buffer aggravates the effect of a
blow by adding to the momentum of the bodies on impact the inde-
pendent weight of each individual carriage, and their separato recoil
again increases the already complicated result. Such ill effects of
terminal buffers can be obviated by placing a continuous bar between
them so as that each end of it shall form contact by suitable heads with

page_text: the inside ends of their respective springs and existing stock with partial
alterations could be fitted on this principle. The continuous buffer
converts the train into one unit, and any force not exhausted by the
united bar and springs only remains to repel the train in an opposite
direction to that in which it travelled, but with a greatly enhanced
prospect of it remaining on the line in order instead of buckling up or
leaving the metals laterally. Further the system of side buffers, four of
which are ordinarily attached to a carriage is allowed to be mechanically
incorrect, inasmuch as in traversing curves (where most frequently
accidents occur) the inside buffers press on each other whilst the outer
ones are far apart, and the tires of the wheels on the outside are wasted
by increased attrition or what is worse are so violently pressed against
the rail as to throw the train off the line. The system of one centre
buffer with proper connections diminishes all these tendencies and makes
the angle of incidence the least possible. It also greatly reduces the
wear and tear whilst at the same time it prevents discomfort to
passengers at the starting and stopping of trains in addition to the
more salient advantages already named. This buffer forms at once a
continuous draw har and connecting rod
All
2

page_text: lever is inserted, whose upper end works in the slotted arm of a boss
which travels on a horizontal screw-threaded bar, supported by suitablo
standards, and is worked by an ordinary wheel and handle in the van or
tender above the axle. The bar (G) has a bevelled friction wheel (H')
keyed on to it, which is made to correspond with the two aforenamed t
bevelled wheels (H). By turning the handle of the motive wheel in
the tender the boss and levers travel at will so as to cause contact of one
of the bevelled wheels on the axle (II) on the wheel (E') keyed on to
the bar. As soon as contact is created the bar revolves and the wheels
are skidded with the promptest or nicest and most gradual power. The
power is taken off by putting into contact the bevelled wheel upon the
axle opposite to that which generated motion, which will unwind the
bar when the train moves on, or the slightest backward turn before the
complete cessation of motion breaks the contact and takes off the brakes
or an ordinary chain and pulley (sco Figure 2) may be used to servo the
purpose, and be a "stand by" too.
We now proceed to describe the method of joining or connecting
together the brake bars of a train as represented at Figures 1 and 8 as
follows: The junction is formed by a tube with a squared interior, but
trumpeted ends J for the purpose of casier bedding of the ends of the
bars, near each of which a joint is placed, one being horizontal and the
other vertical to allow of traversing curves. In one end of the tube the
brake bar is freely placed, whilst the other is secured by a pin passing
through it and the tube. This admits at the same time of the longi-
Each end
tudinal play of the buffers and of the revolution of the bar.
of the bar has a pin hole so that it can be made to work free or be
secured as circumstances may require. This system of junction allows
of the least possible weight and strain on the apparatus of each indi-
vidual carriage in lieu of as in most other brakes so magnifying the
strain as to peril the whole by severing of the parts, or by the suddenness¦
of the action increasing the unpleasantness and recoil to the passengers.
The case, promptness, and nicety with which this method of braking
can be operated, the strong holding power it gives, and its capacity for
simultaneous application to a series of carriages with a minimum of
vibration are considered great advantages.
We now proceed to describe the method of applying our improved

page_text: Figures 9, 10, and 11. A brako suitable for tramways is applied by a
longitudinally moved bar (K) being attached by levers to a steel or iron
friction band (L), sometimes lined with wood, leather, vulcanized india-
rubber, or other clastic substance which girds a wheel keyed on to the
centre of cach axle. According to method No. 1 the bar is furnished with
lateral teeth, into which a cog wheel (M) fits, and motion is generated
by the revolution of the cog which is produced by means of a vertical
shaft, at whose lower end is placed a pinion wheel; or according to
method No. 2, in lieu of a cog wheel, a simple vertical lever (with pawl)
may wind a chain round the shaft and so tighten the band; or according
to method No. 3 the lever N may have its fulcrum in the flooring of the
driving box and be connected with a common joint to the bar. Another
method represented at Figure 9 is as follows:-A treadle lever (O) to bc
worked by the driver's foot (thus leaving the hands free for the rcins
when most required) is placed in the centre of the driving box, and on
compression it moves a lever connected with the aforesaid bar and
friction band and puts on the brake, whilst the mere withdrawal of the
foot will take it off; the corresponding lever on the other axle being
connected by the bar the brake is at once operative on both axles.
Another method represented at Figure 12 is as follows:-This is operated
|by a chain (P) which is secured at one end by a shackle to the lever
attached to the friction band. The chain passes through a block (Q) in
tho corresponding lever on the other axle, and again through one of the
sheaves of a double block (R) placed in the centre of the under framing
midway between the axles, and thence to the vertical shaft, whero force
is generated. The like arrangement is observed with a similar chain,
wound by a shaft at the opposite end of the car, and both shafts alike
tighten the pair of friction bands. Or a horizontal bar having a joint in
the centre may be bolted to the vertical levers attached to the band, and
may be worked by chains attached to cach division of the bar near the
joint, such chains passing through the block (Q) to the vertical shaft.
Another method represented at Figure 13 is as follows:-The identical
arrangement of friction wheel, band, and lever common to all the afore-
said methods can be worked either in railway or tramway cars by
inserting into a slot (S) in the lower end of the lever a threaded boss
furnished with arms sliding in the slot, through the centre of which boss
the revolving bar is worked. The slot admits of the lever lengthening
to tighten the band, and yet never disturbs the action of the bar, which

page_text: is constantly kept at an uniform level throughout the train, whether tho
brake be on or off.
Another method represented at Figure 15 is as follows:-The vertical
levers may be dispensed with, and the bar, furnished with a screw, may
work directly through the eyes of the bands, which are threaded to
correspond.
In all the methods above described the operation of the brake is
prompt and powerful, yet freer from vibration than methods heretofore
in use, and cach combines economy and lightness with simplicity,
efficiency, and endurance.
It will be observed that when the grip of the band is removed coin-
cident with starting, its spring or reaction will tend to case the draught,
inasmuch as the very slightest oscillation of the wheels will aid in
overcoming the vis incrtice of the carriage.
Having now fully described and set forth the nature and object of our
said Invention for "Improvements in the Construction of Railway
Carriages and other Rolling Stock, and in Apparatus connected there-
with," and the means by which it may be effected, we desire it to be
understood that we do not claim the exclusive use of any of the separate
parts above described and represented, except when the same are employed
in combination and for the purposes of our said Invention, and we hereby
declare our Invention to consist in and we claim as follows: —
Firstly. For the placing of laminated steel springs of railway carriages
between the body and the under framing of the carriage, the body of
the carriage and the under framing thereof being made separate for that a
purpose, in lieu of or in addition to the springs heretofore in use, as
above described, and as represented at Figure 1, letter A.
Secondly. The regulator described above, and represented at Figure 1,
letter B.
Thirdly. The formation and arrangement of a continuous bar along
the centre of the under framing of cach carriage, furnished as above
described, in conjunction with springs, the said continuous bar thus
being capable of serving three purposes, namely, connecting one carriage
to another, also as a draw bar and a buffer, as above described, and as
represented at Figures 1, 2, 3, 4, 06, and 7, letters C, C', D, D', E, and F. ¿
Fourthly. The formation and arrangement of a continuous bar along
the centre of the under framing of cach carriage, in conjunction with

page_text: the motive power above described, so as to constitute a brake, or fur-
nished as above described, and as represented at Figures 1, 2, 3, 4, and 5,
letters G, G, G, H, H', and J, and Figure 14.
Fifthly. The arrangement of a friction wheel and band upon the axles
of tramway carriages so as to constitute a brake, and as above described,
and as represented at Figures 9, 11, 12, 13, and 15, letters K, L, M, N,
O, P, Q, R, and S, and Figure 10.
Sixthly. The application of any of the respective things claimed by
thesc Presents to any description of rolling stock to which they have not
heretofore been applied, and the application of any of the respective
things claimed by these Presents as may be found expedient cither to
railway or tramway carriages or any other rolling stock to which they
have not heretofore been applied.
In witness whercof, we, the said Joseph Henry Betteley and Thomas
J. H. BETTELEY.
(J.S.)
THOMAS SHARER. (L.S.)