Year: 1897

page_text: Date of Application, 12th Jan., 1897
Complete Specification Left, 4th May, 1897-Accepted, 8th Jan., 1898
I, ALEXANDER WINTON, of 37 Bolton Place, Cleveland, in the County of Cuya-
hoga, and State of Ohio, Inventor and Mechanical Engineer, do hereby declare
the nature of this invention to be as follows:-
:-
My invention relates to Explosive Engines and pertains more especially to
gasoline engines, though some of the mechanisms are adapted for use in other
forms of explosive engines.
a
One object of my invention is to provide an explosive engine with a mechanism
for using the exhaust for the backward stroke of the piston-thus producing
compounding engine, and a considerable increase in the power and efficiency thereof,
and at the same time serve as a muffle for the exhaust to prevent the usual noise
therefrom.
Another object of my invention is to provide an air cylinder for controlling the
admission of air and gas, and thereby the force of explosion, power and speed of
the engine.
A further object of my invention is to provide a feeding arrangement, or
mechanism for the fluid or gasoline or other similar engines to prevent flooding,
and yet always insure an adequate supply of fluid for the working of the engine.
In the accompanying drawings,
Fig. 1 is a longitudinal vertical section of an engine embodying my invention,
a portion of the mechanism being shown in full lines.
Fig. 2 is a horizontal longitudinal sectional view, taken on a line centrally
through the cylinder, the feeding mechanism being omitted.
Fig. 3 is an enlarged detached view of a portion of fluid feeding mechanism, a
portion of the said view being in section.
Fig. 4 is a sectional view enlarged, of the air governor.
Referring now to the drawings, A indicates the frame of the machine, B the
cylinder having the usual water jacket, C the balance wheels, of which there are
preferably two, one on each side of the engine, G the driven shaft, and I the
pitman. The pitman I has its inner and pivoted to the outer end of the bolt 6
connected to the piston head 3 within a trunk 5 carried by the said piston head,
the object of the trunk being to reduce the interior of the cylinder at that side of
the piston head for the purpose of more effectually utilizing the exhaust for com-
pounding as will be fully described further on.
The fluid is contained in supply tank 20, and forced upward through the pipe 22
by means of a pump 21 actuated by the engine in a manner which will be.
described hereinafter, to the feeder tank 11. The feeder tank 11 conveys the
gasoline or other fluid through the pipe 10 to what may be appropriately termed
the needle feeder 13 having a needle valve 14. The liquid by force of gravity is
thrown in a very small stream through this needle valve feeder across the upper
end of the pipe 9, said pipe having at a point above the said feeder 13 an air inlet 14
adapted to be regulated by a valve 15. The air being drawn in by suction through.

page_text: the air inlet 14 is drawn through the pipe 9, and upward through the leg or pipe 8,
which together may be aptly termed a mixer for the evaporated gasoline and air,
from the pipe 8 through the pipe 7 into the combustion end of the cylinder. The
admission of mixed air and gas to the explosive chamber is regulated by the
valve 25, which is held to its seat by air or fluid pressure, the spring L serving to
hold it to its seat when the engine is not in operation, and in position for starting
the engine.
The stem of the valve 25 is connected with a piston head K in a
cylinder J, or it may be connected with a diaphragm, and the said valve may be
appropriately denominated a pressure regulated valve.
Opposite the feeder 13 is a pipe 16 which receives any excess or unvaporized
fluid delivered across the pipe 9 and conveys it downward to a supply tank 20 as
is clearly shown, and the feeder tank 11 is connected to the supply tank 20 above
pipe 9 through the medium of a pipe 12 which forms an overflow in this tank 11,
and keeps a predetermined pressure and thereby a regular flow of fluid through
the feeder as will be readily understood.
The amount of charge delivered to the cylinder and consequently the power
and speed of the engine is regulated through the medium of the pressure valve 25
before referred to. This pressure valve is primarily held to its seat by means of
air pressure, though liquid pressure might be substituted therefor. This pressure
is created through the medium of a pump O actuated by means of a pitman P con-
nected with and operated by an eccentric 26 upon the main shaft. This pump is
connected with the cylinder J beneath the piston head K by means of a pipe M
and the pressure created by the pump holds the valve 25 to its seat. The amount
of pressure within the cylinder J and consequently the seating resistance of the
pressure valve 25 is regulated by means of an escape N, here shown as connected
with the pipe M, though it could readily be connected with the
cylinder J beneath the piston head K as will be readily understood and
effect the same purpose. The escape N is a globe or other valve, whereby the
amount of pressure can be readily fixed to regulate the amount of charge delivered
to the explosion end of the cylinder B. The faster the engine runs, the greater
the pressure created, of course against the diaphragm or piston of pressure valve 25,
which regulates accurately the charges of the engine.
I have not shown any sparking device, as the ordinary electric sparking mechanism
will be used.
In my engine I utilize the exhaust for actuating the piston in its backward move-
ment, and thus produce a compound engine. This is effected by connecting the
exhaust with that end of the cylinder opposite the explosion chamber thereof, and
intercepting the exhaust by means of a valve which affords interrupted communi-
cation between the explosion chamber and the opposite end of the cylinder.
The specific mechanism as shown herein for producing this result, consists in
providing an exhaust chamber or box A¹, preferably though not necessarily
situated below the cylinder B as shown. An exhaust port is closed by means
of the main exhaust valve R, which establishes communication with the cylinder a,
and the chamber a is in communication with the exhaust box or chamber A¹, said
communication being closed by a spring and pressure actuated check valve S, the
said valve being held to its seat by means of a spring. A small passage b affords
direct communication between the chamber a and the exhaust box or chamber A¹,
and the exhaust chamber communicates with the compounding valve chest 2
through the medium of a pipe 27. This compounding valve is of the usual form
used in steam engines as shown clearly in Figure 5, the same having a cavity m
on its inner side adapted to span the inlet port e and the exhaust ports r and p.
As shown in Figure 5 the engine is exhausting the valve forming communication
between the port q and the exhaust ports r and p into the pipe 28 which exhaust
to the atmosphere.
The passage c establishes communication between the chamber a and a coiled
pipe T, the said passage c having interrupted communication with the cylinder a
through the medium of a valve a¹. The exhaust after passing through the said

page_text: coil is conveyed through the pipe U to the pipe 28 beyond the compounding valve,
and then to the atmosphere through the said pipe 28.
.
.
The valves a¹ and R, are actuated through the medium of a lever W, which is
operated by a rod g which rod is actuated by an eccentric h upon a gear wheel i.
This gear wheel i is driven by a gear wheel about half the diameter of the wheel i,
j
the gear being upon the drive shaft F. Owing to the arrangement of the valve
rods g and e connected with the valves a¹ and R, the main valve R is opened
prior to the opening of the valve a¹ the object of, which will be fully stated later
on. Owing to the gears i and j, the exhaust mechanism is operated only at every
other stroke as is usual in gas and gasoline engines, and which need not be further
described herein, the same being familiar to those skilled in the art.
The operation of the engine is as follows:-
The fluid being fed as described and the mixed gas and air therefrom being
admitted to the explosion end of the cylinder as specified, an explosion occurs,
and the piston is driven forward as shown in figure 1. The gears i and j and the
mechanism actuated thereby is so timed that when the piston head 3 has nearly
reached the limit of its outward or forward movement, the exhaust valve R is
opened, which allows the escape of part of the exhaust within the chamber (l, and to
the exhaust chamber or box A¹, through the port closed by the check valve S, the
said valve being opened by the pressure of the exhaust. The compounding valve
is so timed that when this occurs communication is shut off between the exhaust
chamber A¹ and the other end of the cylinder B, but just after the piston head
starts in its backward movement, the valve a¹ is opened which forms communica-
tion for the escape of the remaining or auxiliary exhaust through the coil T to the
atmosphere, the check valve S immediately closing and holding the exhaust pressure
within the exhaust chamber A¹. Almost simultaneous with this but just thereafter,
the compounding valve 1 is moved to the position shown in dotted lines in figure 5,
establishing communication between the exhaust chamber A¹ and the inner end
of the cylinder B, the exhaust then serving to force backward the piston head 3
as will be readily understood. The valve R is opened as described and remains
open during the complete exhausting of the engine. The piston 3 being driven
back by the exhaust pressure from the exhaust chamber A¹, and as it moves
forward it takes another charge of mixed air and gas and then moving backward it
compresses the same and just as it starts forward again the explosion occurs, which
operation is the same as that in other gas engines. The valves R and a¹ are then
operated again in the manner just described, the same operation taking place only
at every other stroke of the engine.
By causing the auxiliary exhaust to pass through the coil T, when it is released
to the atmosphere, it keeps the exhaust which is within the exhaust chamber A¹
heated and expanded, so that a greater power is obtained therefrom as will be
readily understood.
The trunk 5 carried by the piston head 3 reduces the interior area of the com-
pounding chamber, but part of the exhaust is permitted to escape to the atmosphere
as before explained, and sufficient passes off in this way, to allow that which passes
in said compounding chamber to expand to greater volume therein.
At the combustion end of the cylinder is a trunk or projection E, for the purpose
of reducing the area within the cylinder, which construction is common in explosive
engines.
The valves R and a¹ are held normally to their seats by means of springs f
carried upon the outer ends of the valve rods d and e.
The pump 21 is actuated through the medium of a pump rod V having its outer
end connected with the lever W, which lever serves the double function of actuating
the pump and of actuating the valves R and a¹ before referred to.
I find that by an engine constructed as here shown I gain at least about 10%
increase of power of the engine.
The evaporation of the gasoline in the pipe 9 causes a cooling of the pipe and
consequent condensation. To provide against this cooling and the consequent

page_text: condensation, I provide water jacket 91 surrounding the pipe, having an inlet 29
connected with the water jacket of the steam engine, and an outlet pipe 30. By
this means the water from the cylinder water jacket which is warm is caused to
circulate around the pipe 9 and to keep an even temperature therein. The outlet
pipe 30 may or may not be connected with the water jacket. While I prefer to 5
supply the water jacket from the cylinder water jacket, this of course is not
absolutely necessary as it may be from other sources.
Dated this 12th day of January 1896.
F. WISE HOWORTH,
46, Lincoln's Inn l'ields, London, W.C., Agent for the Applicant.
Improven
I, ALEXANDER WINTON, of 37 Bolton Place, Cleveland, in the County of Cuya-
hoga, and State of Ohio, Inventor and Mechanical Engineer, do hereby declare
the nature of this invention and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement :-
My invention relates to explosive engines and pertains more especially to gasoline
engines, though some of the mechanisms are adapted for use in other forms of
explosive engines.
One object of my invention is to provide an explosive engine with a mechanism
for using the exhaust for the backward stroke of the piston-thus producing a
compounding engine, and a considerable increase in the power and efficiency
thereof, and at the same time serve as a muffle for the exhaust to prevent the usual
noise therefrom.
Another object of my invention is to provide an air cylinder for controlling the
admission of air and gas, and thereby the force of explosion, power and speed of
the engine.
A further object of my invention is to provide a feeding arrangement or
mechanism for the fluid or gasoline or other similar engines to prevent flooding,
and yet always insure an adequate supply of fluid for the working of the engine.
Referring to the drawings filed with my provisional specification
Fig. 1 is a longitudinal vertical section of an engine embodying my invention,
a portion of the mechanism being shown in full lines.
Fig. 2 is a horizontal longitudinal sectional view, taken on a line centrally
through the cylinder, the feeding mechanism being omitted.
Fig. 3 is an enlarged detached view of a portion of fluid feeding mechanism, a
portion of the said view being in section.
Fig. 4 is a sectional view enlarged, of the air governor.
Referring now to the drawings, A indicates the frame of the machine, B the
cylinder having the usual water jacket, C the balance wheels, of which there are
preferably two, one on each side of the engine, G the driven shaft, and I the pitman.
The pitman I has its inner end pivoted to the outer end of the bolt 6 connected
to the piston head 3 within a trunk 5 carried by the said piston head, the object
of the trunk being to reduce the interior of the cylinder at that side of the piston
head for the purpose of more effectually utilizing the exhaust for compounding
as will be fully described further on.
The fluid is contained in a supply tank 20, and forced upward through the
pipe 22 by means of a pump 21 actuated by the engine in a manner which will be
described hereinafter to the feeder tank 11. The feeder tank 11 conveys the
gasoline or other fluid through the pipe 10 to what may be appropriately termed

page_text: 5
the needle feeder 13 having a needle valve 14¹. The liquid by force of gravity is
thrown in a very small stream through this needle valve feeder across the upper
end of the pipe 9, said pipe having at a point above the said feeder 13 an air
inlet 14 adapted to be regulated by a valve 15. The air being drawn in by suction
through the air inlet 14 is drawn through the pipe 9, and upward through the
leg or pipe 8, which together may be aptly termed a mixer for the evaporated
gasoline and air, from the pipe 8 through the pipe 7 into the combustion end of
the cylinder. The admission of mixed air and gas to the explosive chamber is
regulated by the valve 25, which is held to its seat by air or fluid pressure, the
spring L serving to hold it to its seat when the engine is not in operation, and
in position for starting the engine.
The stem of the valve 25 is connected with a piston head K in a cylinder J, or
it may be connected with a diaphragm, and the said valve may be appropriately
denominated a pressure regulated valve.
Opposite the feeder 13 is a pipe 16 which receives any excess or unvaporized
fluid delivered across the pipe 9 and conveys it downward to a supply tank 20 as
is clearly shown, and the feeder tank 11 is connected to the supply tank 20 above
pipe 9 through the medium of a pipe 12 which forms an overflow in this tank 11,
and keeps a predetermined pressure and thereby a regular flow of fluid through
the feeder as will be readily understood.
and
The amount of charge delivered to the cylinder and consequently the power
speed of the engine is regulated through the medium of the pressure valve 25,
before referred to. This pressure valve is primarily held to its seat by means of
pressure
air pressure, though liquid pressure might be substituted therefor. This
is created through the medium of a pump O actuated by means of a pitman P
connected with and operated by an eccentric 26 upon the main shaft. This pump
is connected with the cylinder J beneath the piston head K by means of a
pipe M and the pressure created by the pump holds the valve 25 to its seat. The
amount of pressure within the cylinder J and consequently the seating resistance
of the pressure valve 25 is regulated by means of an escape N, here shown as
connected with the pipe M, though it could readily be connected with the cylinder J
beneath the piston head K as will be readily understood and effect the same
purpose. The escape N is a globe or other valve, whereby the amount of pressure
can be readily fixed to regulate the amount of charge delivered to the explosion
end of the cylinder 13. The faster the engine runs, the greater the pressure created,
of course against the diaphragm or piston of pressure valve 25, which regulates
accurately the charges of the engine.
I have not shown any sparking device, as the ordinary electric sparking
mechanism will be used.
In my engine I utilize the exhaust for actuating the piston in its backward
movement, and thus produce a compound engine. This is effected by connecting
the exhaust with that end of the cylinder opposite the explosion chamber thereof,
and intercepting the exhaust by means of a valve which affords interrupted
communication between the explosion chamber and the opposite end of the cylinder.
The specific mechanism as shown herein for producing this result, consists in
providing an exhaust chamber or box A¹, preferably though not necessarily situated
below the cylinder B as shown. An exhaust port is closed by means of the main
exhaust valve R, which establishes communication with the cylinder , and the
chamber a is in communication with the exhaust box or chamber A¹, said com-
O munication being closed by a spring and pressure actuated check valve S, the said
valve being held to its seat by means of a spring. A small passage b affords direct
communication between the chamber a and the exhaust box or chamber A¹, and
the exhaust chamber communicates with the compounding valve chest 2 through
the medium of a pipe 27. This compounding valve is of the usual form used in
5 steam engines as shown clearly in figure 5, the same having a cavity m on its
As
inner side adapted to span the inlet port g and the exhaust ports r and p.
shown in Figure 5 the engine is exhausting the valve forming communication

page_text: between the port q and the exhaust ports r and p into the pipe 28 which exhausts.
to the atmosphere.
The passage c establishes communication between the chamber a and a coiled
pipe T, the said passage c having interrupted communication with the cylinder a
through the medium of the valve a¹, the exhaust after passing through the said coil
is conveyed through the pipe U to the pipe 28 beyond the compounding valve,
and then to the atmosphere through the said pipe 28.
j
The valves a¹ and R, are actuated through the medium of a lever W, which is
operated by a rod g which rod is actuated by an eccentric h upon a gear wheel i.
This gear wheel i is driven by a gear wheel about half the diameter of the wheel i,
the gear being upon the drive shaft F. Owing to the arrangement of the
valve rods g and e connected with the valves a¹ and R, the main valve R is opened
prior to the opening of the valve a¹ the object of which will be fully stated later
on. Owing to the gears i and j, the exhaust mechanism is operated only at every
other stroke as is usual in gas and gasoline engines, and which need not be further
described herein, the same being familiar to those skilled in the art.
: -
The operation of the engine is as follows:-
The fluid being fed as described and the mixed gas and air therefrom being
admitted to the explosion end of the cylinder as specified, an explosion occurs, and
the piston is driven forward as shown in Figure 1. The gears and and the
mechanism actuated thereby is so timed that when the piston head 3 has nearly
reached the limit of its outward or forward movement, the exhaust valve R is
opened, which allows the escape of part of the exhaust within the chamber a, and
to the exhaust chamber or box A¹, through the port closed by the check valve S,
the said valve being opened by the pressure of the exhaust. The compounding
valve is so timed that when this occurs communication is shut off between the
exhaust chamber A¹ and the other end of the cylinder B, but just after the piston
head starts in its backward movement, the valve a¹ is opened which forms com-
munication for the escape of the remaining or auxiliary exhaust through the
coil T to the atmosphere, the check valve S immediately closing and holding the
exhaust pressure within the exhaust chamber A¹. Almost simultaneous with this
but just thereafter, the compounding valve 1 is moved to the position shown in dotted
lines in Figure 5, establishing communication between the exhaust chamber A¹
and the inner end of the cylinder B, the exhaust then serving to force backward the
piston head 3 as will be readily understood. The valve R is opened as described
and remains open during the complete exhausting of the engine. The piston 3
being driven back by the exhaust pressure from the exhaust chamber A¹, and as
it moves forward it takes another charge of mixed air and gas and then moving
backward it compresses the same and just as it starts forward again the explosion
occurs, which operation is the same as that in other gas engines. The valves R
and are then operated again in the manner just described, the same operation
taking place only at every other stroke of the engine.
By causing the auxiliary exhaust to pass through the coil T, when it is released
to the atmosphere, it keeps the exhaust which is within the exhaust chamber A¹
heated and expanded, so that a greater power is obtained therefrom as will be
readily understood.
The trunk 5 carried by the piston head 3 reduces the interior area of the com-
pounding chamber, but part of the exhaust is permitted to escape to the atmosphere
as before explained, and sufficient passes off in this way, to allow that which passes
in said compounding chamber to expand to greater volume therein.
At the combustion end of the cylinder is a trunk or projection D, for the purpose
of reducing the capacity within the cylinder, which construction is common in
explosive engines.
The valves R and a¹ are held normally to their seats by means of springs f
carried upon the outer ends of the valve rods d and e.
The pump 21 is actuated through the medium of a pump rod V having its outer

page_text: end connected with the lever W, which lever serves the double function of
actuating the pump and of actuating the valves R and a¹ before referred to.
I find that by an engine constructed as here shown I gain at least about 10 %
increase of power of the engine.
The evaporation of the gasoline in the pipe 9 causes a cooling of the pipe and
consequent condensation. To provide against this cooling and the consequent
condensation, I provide water jacket 91 surrounding the pipe, having an inlet 29
connected with the water jacket of the steam engine, und an outlet pipe 30. By
this means the water from the cylinder water jacket which is warm is caused to
circulate around the pipe 9 and to keep an even temperature therein. The outlet
pipe 30 may or may not be connected with the water jacket. While I prefer to
supply the water jacket from the cylinder water jacket, this of course is not abso-
lutely necessary as it may be from other sources.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed I declare that what I
claim is:-
1. An explosive engine comprising a cylinder having an explosion chamber at
one end, a valve mechanism establishing interrupted communication between the
explosion chamber and the opposite end of the cylinder therefrom, and an exhaust
passage for the explosion chamber independent of the interrupted communication.
2. An explosive engine comprising a cylinder having an explosion chamber at
one end, a compounding valve establishing interrupted communication between
said explosion chamber, the opposite end of the cylinder and the atmosphere, and a
valve establishing interrupted communication between said explosion chamber
and the atmosphere independently of the said compounding valve:
3. An explosion engine comprising a cylinder having an explosion chamber at
one end, the opposite end of the cylinder adapted to be used for compounding; an
exhaust chamber, a compounding valve establishing communication between
the exhaust chamber and the compounding end of the cylinder, and a valve
establishing interrupted communication between the explosion end of the cylinder
and the exhaust port independent of the compounding valve.
4. An explosive engine comprising a cylinder having an explosion chamber at
one end, an exhaust chamber, a valve establishing interrupted communication
between the said explosion chamber and the exhaust chamber and the atmosphere,
a valve establishing interrupted communication between the exhaust chamber, the
opposite end of the cylinder from the explosion chamber, and a check valve inter-
rupting backward pressure from the exhaust chamber to the explosion chamber.
5. An explosive engine comprising an explosion chamber having exhaust ports
or openings therefor, a compounding valve establishing communication between
said explosion chamber and the end of the cylinder opposite thereof and the atmo-
sphere, a main valve interrupting the said communication between the explosion
chamber and the compounding valve, when the explosion occurs, and an auxiliary
valve establishing interrupted communication between said explosion chamber and
the atmosphere.
6. An explosive engine comprising an explosion chamber, an exhaust chamber
in interrupted communication with the explosion chamber, a compounding valve
establishing interrupted communication between the opposite end of the cylinder
said explosive chamber and the exhaust chamber, and an exhaust pipe or passage'
through said exhaust chamber to the atmosphere, and an auxiliary valve
establishing interrupted communication through said pipe or passage to the
atmosphere.
7. An explosive engine comprising an explosion chamber, an exhaust chamber
in interrupted communication with the explosion chamber, the pipe coil within the
exhaust chamber and communicating with the explosion chamber and atmosphere
independent of the exhaust chamber.
8. An explosive engine comprising an explosion chamber, an exhaust chamber,

page_text: a compounding valve establishing interrupting communication between the exhaust
chamber and the explosion chamber, a main valve establishing communication
between the explosion chamber, and the said exhaust chamber, and an auxiliary
valve establishing interrupted communication between the explosion chamber and
the atmosphere, and a mechanism for operating the main valve in advance of the
auxiliary valve.
9. In an explosive engine, the combination of an explosion chamber having an
explosive inlet port, a valve controlling the same, a pressure producing device, a
pressure controlled member connected with the said valve, a communication between
the pressure producing device and the pressure controlled member, and a regulating
pressure escape situated between the pressure producing device and the pressure
controlled member.
10. In an explosive engine, a pressure actuated valve establishing communication
with the engine cylinder, a pressure producing device operated by the engine, a
communication between the pressure producing device and the pressure actuated
valve, and an escape for the pressure at the pressure actuated valve.
11. A hydro-carbon feeder for explosive engines comprising a pipe having one
end open to the atmosphere and the opposite end in communication with the
engine cylinder, a fluid feeder having an opening within the said pipe and adapted
to deliver oil across the same, a fluid tank, and an overflow pipe having an inlet
opening in the fluid receiving pipe at a point opposite the fluid feeder whereby it is
adapted to receive the unevaporated fluid and deliver it to the fluid tank.
12. A fluid supply for explosive engines comprising an air communication with
the engine cylinder, a fluid supply tank, a feeder tank above the supply tank, a
fluid elevator establishing communication between the feeder tank and the fluid
supply tank, a fluid feeder between the feeder tank and the supply tank, and an
overflow communication between the air supply, the feeder tank and the supply
tank.
13. The combination with an explosive engine of a hydro-carbon feeder com-
prising a U-shaped pipe having one end open to the atmosphere, the opposite end
in communication with the cylinder, a fluid supply at a point near the open end of
said pipe, a fluid tank, a pipe opening into the air and fluid supply pipes at a
point opposite the fluid feeder to receive the excess fluid and deliver it to the
tank, and a pipe in communication with the double portion of the U-shaped pipe
and the tank, the parts adapted for the purpose described.
14. In an explosive engine, the combination of an explosion chamber having an
explosive inlet port, a valve controlling the same, a pressure producing device,
a pressure controlled member connected with the said valve, a communication
between the pressure producing device and the pressure controlled member, and
a pressure escape regulating the pressure upon the pressure controlled member.
15. The improved explosive engine constructed, arranged and operating sub-
stantially as hereinabove described and shown in the drawings referred to.
Dated this 4th day of May 1897
F. WISE HOWORTH,
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicant.