IMPROVEMENTS IN LOCOMOTIVE ENGINES AND TRAINS, FOR THE PURPOSE OF DIMINISHING WEAR AND RISK ON RAILWAYS, TRAMWAYS, AND COMMON ROADS
Year: 1864

page_text: LETTERS PATENT to William Bridges Adams, of Holly Mount, Hamp-
stead, in the County of Middlesex, Engineer, for the Invention of
"IMPROVEMENTS IN LOCOMOTIVE ENGINES AND TRAINS, FOR THE PURPOSE
OF DIMINISHING WEAR AND RISK ON RAILWAYS, TRAMWAYS, AND COMMON
ROADS."
Sealed the 1 th April 1865, and dated the. 8th November 18.4.
PROVISIONAL SPECIFICATION left by the said William Bridges Adams at
the Office of the Commissioners of Patents, with his Petition, on the
eth November 1864.
I, WILLIAM BRIDGES ADAMS, of Holly Mount, Hampstead,-in the County
of Middlesex, Engineer, do hereby declare the nature of the said Invention
for "IMPROVEMENTS IN LOCOMOTIVE ENGINES AND TRAINS, FOR THE PURPOSE OF
DIMINISHING WEAR AND RISK ON RAILWAYS, TRAMWAYS, AND COMMON ROADS," to
be as follows:-
My improvements have for their object the facilitation of movement and
etardation of wheels on rails or roads so that they may roll freely round
curves of small radius, and that the engines and vehicles may m.ve more
steadily on straight lines by free lateral and curvilinear movement of the
wheels, so that the blows and grinding of the wheel flanges against the rails
may be avoided, and also for the application of brakes for the purpose of

page_text: retardation.
And I construct frames, which I prefer to be of iron, attached
to the inside or outside axle boxes or bearings of wheels and axles, such frames
being made to traverse beneath the main frames of the vehicles either with
one pair or two pairs of wheels at each ond of the frames. And I pivot these
frames to the upper frames so that their curved edges may swing round the
pivot at a centre, and with circular guards or horn plates attached to the
upper frames, so that the lower frames may turn within curves formed in
their plates. And the frames I prefer not to carry any load but merely to
serve as guides, though they may also support a load if preferred. And when
I use these frames with two wheels I support the upper frame and load on
side bearing springs, which are- pivoted on the axle boxes so as to slide
lengthwise in shoes or bearings, either with or without rollers, parallel to the
sole bars of the upper frame, while the wheels may swivel or revolve round
the central pivot, or long swinging shackles may be used supporting the
frame from the springs vertically And to guide these frames which guide
the wheels and axles to their right positions on curved and straight rails, I
attach them to the traction rod, which, while drawing the train, will always
keep them right. And to keep them right while the trains are pushed or
propelled, I attach the moving frames to swivelling buffer springs fixed to the
upper frames, so that they are thrust into the proper position or drawn to the
right position by connecting chains. And the position of the central pivot
attached to the upper frame I. prefer to be nearly above the centre of the
axle. And to the traversing frame I attach a bar or shaft, to which are
suspended the brake blocks, which may be one to each wheel, and thus the
brake blocks follow the wheels, retaining the same relative position whether on
straight lines or curves. Weighted rods or levers are attached to the brake
blocks and so press them against the wheels, these levers being lifted when
the train is drawn or backed by a chain passing over sheaves or rollers and
attached to the traction rod which moves lengthwise either way. And I use
also hand levers to fix the brakes out of use. And instead of guiding the
two end frames by the traction rod and buffers I use a third pair of wheels in
a central position also provided with a frame, and so connected with the end
frames as to move them round their axles and wheels to angular positions or
out of parallel with the centre axle when on curves, and keep them rectangular
or paralel when on straight lines, but I do not prefer this method, as not
being well adapted to irregular curves. And when I use two pairs of wheels
at each end of the vehicle I arrange them so that they may be self-guided by
the rails. For this purpose I connect the two pairs of wheels together by bars
to the axle boxes, which bars are again connected together by a transverse bed

page_text: of timber or iron pas ing between the wheels and parallel to the axles. On
this bed I bolt an iron quadrant frame, the centre of which pivots to the
upper or main frame about the centre of one of the axles, and the periphery
is formed to a curve struck from the pivot as a centre, with curved plates in
front to secure it to the upper frame while moving. And this frame and
wheels will be truly guided by the rails and quadrant iron. The bearing
springs on each side press with their flexible ends on the axle boxes, and are
kept vertical by central pins or pistons which pass downwards through the
side bars, the middle supporting the upper frame above and sliding below it
on plane surfaces or with rollers to ease the movement, which may work on
curved tracks to make the frame centro seeking by gravity. And though this
arrangement will work without guiding the wheels savo by the rails, the
frames may be guided by the traction rod and buffer chains as before
described. And if central wheels be used between the two pairs of end wheels
for carriages, or the driving wheels of engines, in that case the pivots must be
placed further from the ends between the centre and end wheels. And brakes
may be used as before described attached to the frames or side bars bearing
on the axle boxes. or brake blocks may be used, pressing each on two wheels
at once by weighted lovers, and lifted by the traction rod in pulling, or by
hand levers or other means in either case. And these brakes being self-acting,
by gravity capable of adjustment, are independent of the guard's judgment,
who may sometimes act with too much force so as to damage the wheels, and
sometimes with too little. And in some cases I use two pivots to the upper
frame to guide the lower frames, one on each side instead of one at the centre
in order to give a rapid pitch to the axles for curved lines by pivotted rods.
And ordinary wheels, axles, and axle boxes may be used, or my improved
kinds. And when I wish to fix the wheels centrally to the upper frame I use
a hasp to close down on the traction rod and keep it central to the upper
frame, and so govern the wheels. And in some cases I place the frames
above the springs And the brakes described are applicable to ordinary
carriages. And by these brakes greater safety may be obtained, as, in
case of ascending a steep incline, if a traction coupling breaks, the brake
blocks will instantly press on the wheels before they attain any back move-
ment. And in descending the brake blocks will or may constantly be rubbing
on the wheels to prevent the train pressing on the engine. And by the
arrangements for enabling the wheels to keep their axles always at right angles
to the rails, whether on straight lines or curves, the risk of the wheels getting
off the rails is much lessened. And these improvements are applicable to
engines as well as vehicles. And though I have described the centresof my

page_text: curved frames and pivots as being placed at or near the axles I also place
them in other positions.
And my further improvements as regards safety in locomotive engines
consist in a cellular arrangement of horizontal boilers to keep the water at a
variety of levels like stops or locks when on inclines, so that all parts of the
heating surfaces may be covered instead of the water flowing to either end
and leaving the other,end exposed to heat without water, and liable to be
burned.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said William Bridges Adams in the Great Seal Pat-nt Office
on the 24th April 1865.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
BRIDGES ADAMS, of Holly Mount, Hampstead, in the County of Middlesex,
Engineer, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Eighth day of November, in the year of our Lord
One thousand eight hundred and sixty-four, in the twenty-eighth year of Her
reign, did, for Herself, Her heirs and successors, give and grant unto me,
the said William Bridges Adams, Her special licence that I, the said William
Bridges Adams, my executors, administrators, and assigns, or such others as I,
the said William Bridges Adams, my executors, administrators, and assigns,
should at any time agree 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, the Channel Islands, and Isle of Man, an Invention for
"IMPROVEMENTS IN LOCOMOTIVE ENGINES AND TRAINS, FOR THE PURPOSE OF DIMI-
NISHI WEAR AND RISK ON BAILWAYS, TRAMWAYS, AND COMMON ROADS," upon
the condition (amongst others) that I, the said William Bridges Adams, iny
executors or administrators, by an instrument in writing under my, or their,
or one of their hands and seals, should particularly describe 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 Seal Patent Office
within six calendar months next and immediately after the date of the said
Letters Patent...
NOW KNOW YE, that I, the said William Bridges Adams, do hereby
declare the nature of my said Invention, and in what manner the same is to
be performed, to be particularly described and ascertained in and by the

page_text: following statement, reference being had to the Drawing hereunto annexed
and to the letters and figures of reference, that is to say :-
Fig. 1 shews in clevation, and Fig. 1* in plan,one end of a railway carriage
or wagon with frames of angle iron a, a, fixed to the axle boxes, which may
be of the ordinary kind. The circular portion of the frame works horizontally
between guards b, b, attached to the upper frame at the diagonal timbers, and
another guard at c, c. The point of the frame turns upwards at d, d, and the
traction rode, e, passes through it, sliding and without interfering with the
action of the bearing springs. A centre pin f, f, is fixed to the upper frame
and forms a centre above the axleg, g, for the frame to turn on by means of
a central bar F, through which the centre pin passes also without interfering
with the action of the bearing springs. And instead of this centre bar and pin
the axle box ends may be made to work against curved guides fixed to the
upper frame as indicated by the dotted lines G, G. It will be seen, therefore,
that this frame does not carry the load, which is borne on the springs and axle
boxes. The springs are pivotted on the axle boxes at their centre, and the
ends lie in hollow iron slides i, i, in working on straight or curved lines of rail;
the traction rod guides the frames a, a, and the springs slide fore and aft in
the slides i, i, with a slight sliding movement of the spring pivots longthlong
the axle, and if required, when propelled instead of drawn the guiding move-
ment may be effected by thrusting; or bufferrods or hasps may be used to close
down on the traction rod to keep it central. And for the purpose of applying
breaks to these wheels in which the axles depart from their parallelism with each
other, it is essential that the brakes should be suspended from the wheel frame
in order to follow the movement. For this purpose the frames are prolonged
behind the axle boxes at k, k, k, and carry a cross bar l, l, to which the brake
blocks m are suspended and all move together. Another cross bar n, n,
connects the opposite break blocks together. A thrusting bar o is hinged to
the middle of the cross bar n, n, the end being weighted at p. A similar bar
and brakes are attached to the other end of the carriage, and the two bars o
are hinged together under the middle of the carriage and the weights pressing
downwards thrust the brake blocks against the wheels acting as weighted
levers. Thus the normal condition of the brake blocks is to be in action
against the wheels. To free them from action a chain q is attached to the
jointed centre of the rods o passing between rollers. By pulling this chain
fore or aft either by the guard or driver, or by means of the traction rod, the
brakes are lifted from the wheels. And in going up or down hill advantage
may
be taken of the traction rod to lift the brakes while pulling, and leaving
them in rapid action in case of a coupling breaking. Thus this system is the

page_text: reverse of that in ordinary use in which the force of muscle or steam is used to
produce pressure, muscular or steam force being in my present plan only
applied to remove pressure, and 1 find that a comparatively light weight is
sufficient on the levers to hold the vehicle even on inclines of one in 20 or 25.
And by this arrangement every wheel in a train may without difficulty have a
brake block applied to it, and a very small amount of friction will suffice, and
counterbalance weights may be attached to the levers to keep them out of
action on the wheels, which counterbalance weights being drawn up will
leave the levers free to press on the wheels. But it will be seen that in this
mode the springs have to slide on their ends with a considerable amount of
friction equal to the whole load in the wagon or carriage. How to substitute
for this friction au easy pendulous motion is shewn at Fig. 2 in elevation, and
Fig. 2 in plan,denoting a six wheel carriage. The centre wheels are retained
in horn plates as usual, allowing only vertical and not lateral or fore-and-aft
movement. The springs a, a, a, are pivotted on ordinary axle boxes so as to
be free to move horizontally out of parallel with the wheels, and their attach-
ment to the frame to support the load is peculiar. Deep blocks or timbers
b, b, b, b, which serve the purpose of scroll irons are bolted to the frame with
a broad iron plate below c, c, c, c. The spring plates I prefer to keep broad
also. The spring plates and the iron plates c, c, c, c, are pierced with cupped
holes, and thus the body swings from the springs by long shackles d,d,d,d,d,d,|
with hemispherical ends which may be coupled together by right and left
sockets at their mid length for convenient application. In this mode the
wheels and axles can turn about in any direction with a tendency to return to
the rectangular position of the axles by the action of gravity. The centre
wheels are fixtures by means of the horn plates, and the end wheelsare guided
by fore-and-aft curved guides e, e. c, e, e, e, e, e, which only permit of true
motion or curved and straight lines of way. To produce this movement the
axles are cased with timber beds f,f, provided at the ends with bearings for
the axles to revolve in which are very slight as they carry no load, and the
beds are forced fore and aft with metal to prevent wear. In this mode there
is true guidance of the axles and the minimum of friction in their movement
which is a variation of the curvilinear movement of eight-wheel carriages
described in my Provisional Specification with gravitation movement seeking
the centre on a straight line. The bodies and frames can be made in lengths,
and the timbers b, b, afford great facility in securing them together,while they
become sledges in case of the vehicle getting off the line. Brakes are applied
at either end similar to Fig. 1 and 1", but without coupling the lever ends
together as the centre axle interferes with the coupled ends,

page_text: Fig. 3 shews in elevation, and Fig. 3 in plan, a tank locomotive engine
fitted to run round very sharp curves. The engine is on eight wheels, and the
whole of them are drivers, the two centre pairs are worked and connected as
usual with side rods. The end wheels are arranged to work on curves with
the springs carrying long shackles and the axles bedded as described in Figs.
2 and 2, but instead of timber the beds a, a, are formed of plate iron with
bearings for the axles to revolve in, but not to carry any load. The end wheels
b, b, are driven by a pair of friction driving wheels c, c. c, c, at each end
between them, and the drivers, and the friction wheels being pressed down by.
springs d, d, and running independently on axles which may be fixed or
revolving. The curved beds of the axles a, a, may work between horn plates
or curved plates fore and aft, and I prefer curved plates where convenient as
of larger surface. It will be seen that the pressure of the wheels c, c, c, c, will
force the wheels b against the end curved plates, and thus keep them perfectly
steady by the action of the flangos against the rails independently of the pen-
dulous gravitation of the springs. The steam brake e is arranged to retard
the whole of the wheels, the frame is suspended from the springs by brackets
ffff. And instead of the brackets ffff, or the timbers b, b, b, b, in
Fig. 2 curved springs a may be used boltel to the frame, as c, shewn at Fig. 4,
spring a curving downwards at each end to take the shackles, suspended
from a 'r 6 pivotted on the axle box, and this spring may be in two halves,
and pivotted or fixed to the frame c, and a pair of extra wheels may be applied
at each end coupled by side rods making twelve drivers.
a
Fig. 5 shews in elevation, and Fig. 5ª in plan, an arrangement of frames
on the axle boxes to guide the end wheels. The middle frame a, a, a, a, is
attached to the axle boxes of the middle wheels, which work in ordinary horn
plates without lateral movement, and they are connected with the end framesb,b,
c, c, at the centres d, d, d, d, by bolts and washers with a slotted motion, so
that when the curved bars b, b, c. c, move between curved plates or guides
at ffff, the movement may not be impeded. And by the fixture of the
middie wheels the movement will be regulated so as to prevent lateral sliding
of the body when one rail is elevated above the other on curved lines. The
springs are shown sliding on the frames in the ordinary method, but they
may be suspenders of long shackles, as before described. And the centres
d, d, d, d, instead of being equidistant between the axles may be placed nearer
to the ends of the carriage or to the middle, so as to increase or diminish the
rectangularity of the end axles on curves, that is to say, to lace them in
excess or otherwise of their true radius to the curve of the rails.
Fig. 6 shews in elevation, and Fig. 6",.in plan another mode of enabling

page_text: long vehicles to pass round sharp curves. The vehicle is on eight wheels
grouped at each end in fours, each four being attached together l frames, as
follows-Broad iron bara a, a, a, a, with the ends turned down, are placed
above and below the axle boxes, and thus confine them to their right distance
apart. Cross beams b, b, b, b, extend between each opposite pair of iron bars
in the centre parallel with the axles, and blocks of timber, c, c, c, are forced
in between these beams and the axle boxes, the whole being bolted together
through the bars and forming a solid frame at each end. Springs d, d, d, d,
d, d, d, d, in half lengths, but which may be in whole lengthis, are swivelled
on the bars a, a, and held down by centre bolts e, e, the springs serving to
uspend long swinging shackles with timbers attached to the bodym, m, n, m,
as before described, and shewn at Figs. 2 and 2", or curved springs, as
Fig 4. To guide the wheels to true positions on straight lines and curves,
iron quadrant frames f,f, are bolted to the beams b, b, and work on pivots g, g,
fixed to the body over the axles farthest from the ends in such a modo that
the pivot may play up and down through the quadrant centres with the action
of the springs. As an additional security, curved guards h, h, h, h, h, h, are fixed
to the diagonal timbers in such a mode that the peripheries of the quadrant
irons may play between them. And as it is essential to true movement that the
two inner axles should with their wheels move as on a central pivot, while the
outer axles move round thom in a circle, it is requisite to prevent the body
from moving laterally or lengthlong to the axle when one rail is elevated
above the other on a curve, and for this purpose external guards i, i, i, i, are
fixed to the body, against which the axle boxes may move round in a circle.
but not laterally. The extreme movement of the axles is denoted by tho
lines k, k, k. As the wagon is 40 feet in length, and intended to carry loads
of coal or other heavy material, timbers 1, 1, 1, 1, 1, 1, are attached to the
sides with cross tie bars to prevent the sides from sagging outwards. Self-
acting brakes may be applied, as shewn at Figs. 1 and 1*.
Fig. 7 shews in elevation, and Fig. 7a in pian, a mode of applying the
springs a with the ends on the axle boxes, and held down by a centre bolt b,
while the centres of the springs work on curved plates, indicated by the
dotted lines c, c, 7", but in this case good lubrication must be provided at the
spring ends and centres. The guidance by the quadrant irons is the same as
the Figs. 6 and 6, with the exception that the guides d, , d, are applied
separately to the diagonal timbers instead of in long curved plates.
It is well known that railway carriages have been constructed on what is
called the bogy principle, i.e., with four wheels grouped at each end, but in
such cases the whole load of the upper frame is borne directly upon the bogy

page_text: or truck, which is made to swivel round a centralpivot placedequidistantfrom
all four wheels in the centre, and the springs on the axle boxes support the
body or upper frame with the truck frame above them. The disadvantage in
this mode is, that the wheels are reduced to a smaller diameter, unless the
vehicle be raised, on account of the two frames one above the other, and
moreover when running on curved lines the tendency of the front wheels and
hind wheels is to press against the rails with their flanges in such a mode as
to place the axles abnormal to the curves, so that the wheels become drags or
sledgos, as there is no other guidance for them but the rails.
But in my
system the wheels supporting the springs from the axle boxes, and thence
carrying the load direct, there is no friction between the frames, and the
wheels may be of the usual size without raising the upper frame. And by
the quadrant frames, as shewn at Figs. 6 and 6ª, 7 and 7", on the external
curved frame on the axle boxes, as shewn at Figs. 1 and 1', or by the curved
bars on the axles, as shewn at Figs. 2. 2ª, and 3, 3, the axles will be truly
guided ou curved lines of rail, and maintain their position normal to the
curve or to the straight line, with the minimum of friction without any
tendency of the load to press the axles into wrong positions when one rail
is considerably elevated above the other; and the end wheels all work
independently of each other to suit irregular curves.
I have before proposed a method of working axles tocurvesbythemovement
of the springs on curved lines, but the method was imperfect, and did not
answer for want of guiding. It will be seen that in Figs. 6 and 6*, the two
inner pairs of wheels, with the axle box ends retained in gauge by the outer
guards to the upper frame ensure true movement of the axles to curves
without needing fixed centre wheels, as shewn in Figs. 2, 2ª, and Figs. 5, 5ª.
And although I prefer the quadrant irons f, Figs. 6 and 6*, 7 and 7", to guide
the wheels and axles without any load, they may also be placed so as to carry
a load with the springs below. And instead of the springs being made to bear
on the axle box bars, as shewn at Figs. 6 and 6", they may be supported on
the bars b. b, b, b, between the wheels, and if required very close together, the
swinging shackles supporting the upper frame by means of cross bars instead
of the longitudinal bars m, m, m, m. And 80 in Figs. 7 and 7, for the
longitudinal springs a, transverse springs may be made to bear on the cross
bar between and parallel to the axles, either with the ends resting on the bar
or reversed, and with the ends resting on the bar; the centre or buckle of the
spring will support the body sliding in a curve, either way. And this spring
being single may be made of great breadth for strength, say twelve inches
more or less. The object of applying springs between the wheel's nearly

page_text: together, or cross springs, is, that in case of a very long engine running on a
very uneven road, there may be less strain on the springs in adapting the
wheels to the rails, which may be out of plane, or what is technically termed
"in winding." In most cases the action of the long body would by twist-
ing, suffice, and in extreme cases, the body may be divided into two parts
transversely, and connected by a powerful bolt or axis, permitting vertical
movement to either half body to suit varying planes of the rails.
And with regard to my improvements in keeping water over the fire
surfaces of locomotives on inclines, I carry up the four sides of the inner
fire box above the crown plate, so as to form a large cup or cistern; and
instead of rivetting the fire-box together by overlaps and rivets, which unduly
thickens the metal so as to endanger its buruing, I melt or weld the copper
or iron plates together homogeneously by placing the edges or surfaces
nearly in contact, and surrounding them with moulding boxes containing
sand or fire-clay to fit the surfaces,and thon injecting gaseous flame between
the surfaces till they are in a melted condition, when I induce contact by
pressure, and this plan may be applied to the outer fire-box and barrel of
the boiler, as well as the inner fire-box. And cups or cisterns may be
formed over the tubes of the boiler also; but in such case the tubes must
be vertical and not horizontal, and by preference water tubes.
Having now described my said improvemonts, I wish it to be distinctly
understood that what I claim as original is,-
First, the frame arrangement for enabling wheels of railway carriages or
wagons to turn on a centre, so as to place their axles true to curves or
straight lines, guided by the traction rod or otherwise, with a central pivot
to turn the frame on, or with curved guides attached to the body for the
axle boxes to play against in a curved line fore and aft, as herein-before
described and illustrated by Figs. 1 and 1*.
Secondly, the arrangement of brakes attached to these frames, and
following the curved movement of the wheels, being self-acting by means of
weighted levers, so that they will always press on the wheels unless lifted,
either by the traction rod, by a chain over pullies working fore and aft either
way, or lifted by hand or steam, by guard or driver, or by counterbalance
weights, as herein-before described and shewn at Figs. 1 and 1; these
brakes being also applicable to other carriages.
Thirdly, the arrangement of long carriages or others on six or more wheels,
which may be built in lengths and joined together so as to be of facile transit
in parts, the centre wheels being fixed as usual in horn plates, and the end
wheels provided with curved beds to their axles between the wheels, such

page_text: curved beds sliding between curved plates fore and aft attached to the frame,
which serve to keep the axles true on curves and straight lines,free movement
being allowed by the springs, which may be swivelling or fixel on the axle
boxes, and carry the body by long swinging shackles with ball-and-socket
joints, the supporting timbers strengthening the body and frame,and serving
as sledges in case of the vehicle getting off the line; and self-acting brakes
nay be carried by the curved beds of the axles following the wheels, as
hereinbefore described and shewn at Figs. 2 and 2ª; also the application of
similar springs and curved axle beds to locomotive engines on eight or more
wheels, either with or without friction wheels to give movement and
guidance, as herein-before described and shewn at Figs. 3 and 3ª, and also
the curved springs, or springs with swinging shackles from a pivotted
bar ou the axle box, which arrangement dispenses with scrolls or timber
bearings, as herein-before described and shewn at Fig. 4, and which springs
may also be applied to road carriages.
Fourthly, the arrangement of guiding frames to wheels, the centres free,
and the end frames slot pivotted to the centre, and sliding through curved
guides, as herein-before described and shown at Figs. 5 and 5.
Fifthly, the arrangement of springs and wheels with long swinging
shackles and ball-and-socket attachments, guiding quadrant irons pivotted
over the inner axles, and working between guides with outside guards to
koep one axle in gauge with the body, while the other swings round it for
working either straight or curved lines of railway applicable to either
passengers, minerals, or goods, together with the variation of spring
arrangement, as herein-before described and shewn at Figs. 6, 6ª, 7 and 7ª,
and applicable also to locomotive engines.
Sixthly, the arrangement of locomotive boilors to retain water at various
levels, like canal locks, when ascending or descending inclines, and the
method of structure by melting or welding the parts together, instead of
rivetting, as herein-before described.
In witness whereof, I, the said William Bridges Adams, have here-
unto set my hand and seal, this Twenty-fourth day of April, in the
vear of our Lord One thousand eight hundred and sixty-five.
WILLIAM BRIDGES ADAMS. (L.s.)