AN IMPROVED METHOD OF AND APPARATUS OR MACHINERY FOR MOVING OR PROPELLING CANAL AND OTHER BOATS, AND RAILWAY AND OTHER CARRIAGES
Year: 1874

page_text: LETTERS PATENT to William Robert Lake, of the Firm of Haseltine,
Lake, & Co., Patent Agents, Southampton Buildings, London,
for the Invention of "AN IMPROVED METHOD OF AND APPARATUS OR
MACHINERY FOR MOVING OR PROPELLING CANAL AND OTHER BOATS, AND
RAILWAY AND OTHER CARRIAGES."-A communication from abroad by
Timothy Joseph O'Toole, of Brooklyn, New York, United States of
America.
PROVISIONAL SPECIFICATION left by the said William Robert Lake
at the Office of the Commissioners of Patents, with his Petition,
on the 13th March 1874.
I, WILLIAM ROBERT LAKE, of the Firm of Haseltine, Lake, & Co.,
Patent Agents, Southampton Buildings, London, do hereby declare the
nature of the said Invention for "AN IMPROVED METHOD OF AND APPARATUS
OR MACHINERY FOR MOVING OR PROPELLING CANAL AND OTHER BOATS, AND RAILWAY
AND OTHER CARRIAGES,” a communication, to be as follows:-
The first part of my Invention has for its object to provide a method
of towing canal and other boats, whereby the said boats may be moved

page_text: with as great speed as desired through the water without causing a
greater swell, commotion, or displacement than results from the ordinary
method of towing by horse power.
The nature of this part of my Invention consists in the application of
employment of an elevated railway over the water, and a moving and
sustaining force or power above the boats, in such manner that the latter
are not only drawn or driven through or upon the water, but are elevated
at any desired height therein so as to proportion the resistance met
according to the velocity sought to be obtained.
In carrying this part of my Invention into effect the canals are
supposed just as they are or with such modifications and additions as
will give effect to the object in view.
Above the canal or over it is to be erected a trestle work or elevated
railway, at a height proper to meet the necessities of locks and bridges,
and the traffic, the track is to rest on or be sustained by transverse beams
supported by arches, piers, or columns located at proper intervals along
the sides, and in the centre of the canal or at the sides or in the centre
alone, as may be considered most desirable or expedient. This elevated
road will embrace two tracks along the whole line of the canal built in
sections equal to each level between locks, and at a uniform height
above the level of the water.
On each track the running gear of an engine or locomotive traction
power will be arranged and combined with a series of trucks or frames
on wheels, to be connected by arms or uprights with the boats, in such
manner that the latter may be readily raised and lowered in the water
at will, so as to increase or diminish the draught as herein-after fully
explained. Each section of this elevated road will terminate at the lock
as to the double track, but will be continued in a single track above and
beyond the lock, at least, as far beyond as the engine and tender will
reach. The portion of the track on which the engine and tender stand
out beyond the lock will be movable or adjustable, and will be raised
and lowered by any suitable mechanical means so as to provide for the
transfer of said engine and tender from level to level at the locks, the
boats being themselves locked through in the usual or in any suitable
manner.
The elevated road will be built in such manner and proportion as to
be capable of sustaining the boat and cargo, so that the weight of the

page_text: latter may be borne in part by the water and part by the track as herein-
after set forth. From this combination of water and rail support arises
the special advantages of this part of my Invention, namely, increase of
speed of boats and diminution of injury to the canal banks.
In carrying this method into effect there will be two tracks above cach
level of the canal, and they may be of the very narrowest gauge. These
tracks will require no sleepers, being laid on longitudinal beams duly
supported as already mentioned. Each track will be clear from end to
end for the locomotive, the power of which will be communicated from
its driving wheels to trucks or frames on wheels (connected with the
boat or boats beneath) running either on the same track with the
locomotive or on a special track for themselves a little below the track
of the engine. The boats will be connected with these trucks or with
equivalent wheels by upright arms or bars either attached permanently
to the boats, and easily elevated to their places on the axles above or
attached permanently to said axles, and arranged so as to be casily
dropped to connect with the boats. Manifestly, account must be taken,
in building boats or in adjusting those already built for this combination
of the strength required in them for their partial suspension.

page_text: ascending freight by means of said single track., This would givo
proportionate relief to canal banks, removing the disturbing force to the
center and keeping it always there. It would also facilitate movements
and.
by preventing the crowding of boats in narrow reaches of the canal,
thereby lessen the chances of accident by collision. It would be entirely
practicable on the longer levels where descending or ascending boats
would have space to be drawn aside above or below the lock. On such
long levels it would be only necessary to defleet gradually the single
track into a double track at a proper distance from the lock, at each
end of the level, on the one side to give space to the waiting boats to form
in a line beneath the track, and have all their connections with the
running gear completed while they wait, and thus be ready to start
when the engine arrives to take them.
but
In the second way the locomotive or other machine or apparatus for
supplying power to move the boat and cargo passes all the locks, taking
another
down loaded boats and returning with light boats or
cargo,
moving from end to end of the route or between any two termini, passing
all intermediate locks. Thus the two tracks above the canal become one,
a descending track and an ascending track. To pass the locks the
engine will require, 1st, that descending or above the locks the two tracks
shall run into one right above the lock, and this one track shall be carried
out beyond the lock below it far enough to carry the engine, clear
of the lock and all its belongings; 2ndly, that length of track on which
the engine stands thus out clear of the lock must be adjustable, so
as on the one hand to be capable of connecting with each track on the
next level just below the lock, and on the other to be capable of being
raised and lowered for purposes of descent and ascent; 3rdly, this
double need is met by the shape or make of rail and road, or by a
turntable; the lowering and raising of section of track with the
engine will be effected on the principle of elevators by a stationary
engine or other suitable mechanism. A further advantage of such
stationary engine is that it can be utilized to hurry boats through the
locks, so that half the average time will not be spent in that operation.
To effect this it will be necessary and sufficient to adjust at proper. places
in the sides of the lock suitable tackle blocks and pulleys for the
ordinary cable, and as soon as the lock gate opens this cable is bound
around a drum by the action of the stationary engine drawing the boat
first into the lock, and then when the lower gate is opened. drawing her

page_text: out to her place under the track of the next level. This method of
locking boats constitutes the second part of my Invention.
It is obvious that the above apparatus may be applied to the
transportation of boats in rivers, lakes, and other bodies of water under
certain circumstances as well as in canals. It is also apparent that the
principle of this part of my Invention may be applied in a modified
form, viz., by sustaining or partially sustaining the boat and cargo on
the track above while applying the motive power below, the same as by
a tug in the water or an engine running on a track beside the canal
lowering or drawing the supersustained boat and cargo.
And the method and means described for hastening boats through
locks may be applied to ordinary canals as well as to those furnished
with a track as above described.
The third part of my Invention consists in the method of applying the
motive power for strect and other cars.
Heretofore as is well known the power for propelling or drawing
street and other cars has consisted generally of an engine running on the
same track as the cars. With my improvements the engine or other
apparatus for communicating locomotion to the cars runs upon an
clevated track drawing after it upon the same track a series of light
trucks or frames on wheels. These trucks or frames are connected by.
hangers or equivalent arms or braces with the car or cars beneath,
running upon a track or tracks on the ground, so that when the engine
is moved the cars will be drawn along on the track beneath.
In carrying this part of the said Invention into effect the street car
may run on double wheels as at present with a truck mounted on a
single line of wheels over head, or will run on one wheel constructed.
· especially for the purpose below while the trucks over head have one or
two wheels. The advantage of having only one below is that it will.
relieve the street of two rails.
The above improvements have reference particularly to a need of the-
present day, namely, rapid transit at a cheap rate from the heart and
thickly settled portions of large cities to the suburbs and surrounding
rural districts. My improvements afford a ready and simple solution of
this problem of rapid transit, a ready one that is entirely adequate to the:

page_text: purpose in view, sure not to disfigure the streets nor inconvenience the
public, and so cheap in its application as to bring a ride within the
means of the poor laboring classes.
Any suitable motive power as steam, gas, electricity, or atmospheric
pressure may be employed, if the latter I use pneumatic tubes having
pistons and valves of proper construction.
To connect the train of cars with the driving wheels of the engine or
the piston of the pneumatic tubes there should be upper wheels attached
to the cars by an easy contrivance, two if there be but one below, one if
there be two below. These wheels should be so adjusted as to secure
safety and steady motion for the cars at any speed. In fact no car can
well jump the track with this arrangement.
Two hours in the morning and two in the evening will be all sufficient
for rapid transit purposes to bring passengers to business and to bring
them home.
It is proposed to run a train of cars every half hour from one end of
the line to the other during these four hours, giving every individual a
seat and carrying each for a low fare. It may be assumed as quite
certain that all who want it will avail themselves of this opportunity.
Cars for this line may be of different sizes to suit the demand for 2
transfer to the different stations at which they will require to stop. In
this respect it is plain that starting from either end of the route it will
be necessary to have these trains make but two or three stops to take up
passengers. This can be accomplished without delay by having cars
awaiting the train.
In order to let passengers off along the line at or nearer their
respective places of business I use an adjustment that detaches the car
in which passengers for that station ride without even slackening the
speed of the train, the detached car is freed at a certain distance from
the station and runs into it under lessening speed until it comes to the
proper place at a full stop.
Outside of these four hours of rapid transit this line can become a
line run by steam or atmospheric pressure on the time of the horse cars
or somewhat faster, and if deemed necessary a small train run cach way
as rapid transit.
3
3

page_text: If desired during the intermediate hours the cars on the lower track
may be drawn as now by horses.
The proposed overhead road for driving power while it will be
preferably strong and capable of the work it has to do will manifestly
need no very heavy or massive appearance in the centre of the street.
The upright iron columns will rise between the two tracks and need not
be more frequent than every forty feet at the least; they will be
of course high enough to avoid all interference with ordinary street
traffic.
In order to guard effectually against any possible danger of jumping
the track by the trucks running on the elevated railway the arms
depending from said tracks and connecting with the cars beneath may
be supplied with axles furnished with wheels which move on or against
the under rider of the rails or sills of said clevated road or any other
equivalent arrangement of upper and nether wheels may be employed to
effect the same purpose.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Robert Lake in the Great Scal Patent
Office on the 12th September 1874.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
ROBERT LAKE, of the Firm of Haseltine, Lake, & Co., Patent Agents,
Southampton Buildings, London, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Thirteenth day of March, in the year
of our Lord One thousand eight hundred and seventy-four, in the thirty-
seventh year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said William Robert Lake, Her special
licence that I, the said William Robert Lake, my executors, adminis- .
trators, and assigns, or such others as I, the said William Robert Lake,
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

page_text: Ireland, the Channel Islands, and Isle of Man, an Invention for "AN
IMPROVED METHOD OF AND APPARATUS OR MACHINERY FOR MOVING OR PROPELLING
CANAL AND OTHER BOATS, AND RAILWAY AND OTHER CARRIAGES," a communication
to me from abroad by Timothy Joseph O'Toole, of Brooklyn, New York,
United States of America, upon the condition (amongst others) that I,
the said William Robert Lake, my 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 Scal 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 Robert Lake, do hereby
declare the nature of the said Invention, and in what manner the same
is to be performed, to be particularly described and ascertained in and
by the following statement, reference being had to the accompanying
Drawing forming a part of this Specification:-
The first part of my Invention has for its object to provide a method
of towing canal and other boats whereby the said boats may be moved
with as great speed as desired through the water without causing a
greater swell, commotion, or displacement than results from the ordinary
method of towing by horse power.
The nature of this part of my Invention consists in the application or
employment of an elevated railway over the water, and a moving and
sustaining force or power above the boats in such manner that the latter
are not only drawn or driven through or upon the water but are elevated
at any desired distance therein so as to proportion the resistance to the
velocity sought to be obtained.
In carrying this part of my Invention into effect the canals are taken
as they exist or with such modifications as additions as will give effect
to the object in view.
Figure 1 is an elevation of the structure and apparatus employed in
carrying this part of the said Invention into effect.
Above the canal or over it is to be erected a trestle work or elevated
railway at a height proper to meet the necessities of locks, bridges, and
traffic. The rails a rest on or are sustained by transverse beams supported

page_text: by arches, piers, or columns located at proper intervals along the sides
and in the centre of the canal or at the sides, or in the centre alone, as
may be considered most desirable or expedient. This elevated road will
embrace two lines or tracks along the whole line of the canal built in
sections equal to cach level between locks and at a uniform height abovo
the level of the water.
On each line or track the running gear of an engine, or locomotive;
or traction power will be arranged, as shewn at c, and combined with a
series of trucks or frames on wheels ẹ to be connected by arms or
uprights with the boats g, in such manner that the latter may be
readily raised and lowered in the water at will to increase or diminish
the draught, as herein-after fully explained. Each section of this
elevated road will terminate at the lock as to the double track, but will
be continued in a single track above and beyond the lock at least as far
beyond as the engine and tender will reach. The portion of the track
on which the engine and tender stand out beyond the lock will be
movable or adjustable, and will be raised and lowered by any suitablo
mechanical means so as to provide for the transfer of said engine and
tender from level to level at the locks, the boats being themselves locked
through in the usual or in any suitable manner.
The clevated road will be built in such manner and proportion as to
be capable of sustaining the boat and cargo so that the weight of the
latter may be borne in part by the water and part by the track, as
herein-after set forth. From this combination of water and rail support
arises the special advantages of this part of my Invention, namely,
increase of speed of boats and diminution of injury to the canal banks.
In carrying this method into effect there will be two tracks above
cach level of the canal and they may be of the very narrowest gauge.
These tracks will require no sleepers, being laid on longitudinal beams
duly supported as already mentioned. Each track will be clear from
end to end for the locomotive, the power of which will be communicated
from its driving wheels to trucks or frames on wheels (connected with
the boat or boats beneath) running either on the same track with the
locomotive or on a special track for themselves a little below the track
of the engine. The boats will be connected with these trucks or with
wheels by upright arms or bars either attached permanently to the boats
and casily elevated to their places on the axles above, or attached per-
manently to said axles and arranged-to-be easily dropped to connect
་

page_text: with the boats. Manifestly account must be taken in building boats or
in adjusting those already built for this combination of the strength
required in them for the partial suspension designed:
The movement of freight by this combination of rail and water
ՆԱ ՆԱՆ ՍՍԻԻ Mannestly account must beſtaken in punding boats or
in adjusting those already built for this combination of the strength
required in them for the partial suspension designed:
The movement of freight by this combination of rail and water
carriers may be accomplished in either of two ways.
First. By locomotive, steam, or other power that never passes a
lock.
Second. By locomotive, steam, or other power that takes the boats
and cargo from one end of the route to the other, passing all the
locks.
According to the first method it would be sufficient to have one engine
on each level, which engine would do all the work both. for ascending
and descending boats, delivering them respectively at their locks and
passing back and forth along that level as required. Having delivered
its burden at one lock the engine would return to the lock at the other
end of the level for another. cargo, its return trip being made at a high
rate of speed if it went back unburdened, and at a comparatively great
velocity even if attached to light ascending boats. It might thus be
.found possible to operate. each level, or at least the longer levels by one
central track alone, taking down the cargo and taking up the light boats
or ascending freight by means of said single track. This would give
proportionate relief to canal banks, removing the disturbing force to the
centre and keeping it always there. It would also facilitate movements
by preventing the crowding of boats in narrow reaches of the canal and
thereby lessen the chances of accident by collision. It would be
entirely practicable on the longer levels where descending or ascending
boats would have room to be drawn aside above or below the lock.
such long levels it would be only necessary to deflect gradually the
single track into a double track at a proper distance from the lock at
each end of the level on the one side to allow space for the waiting
boats to form in a line beneath the track and have all their connections
with the running gear completed while they wait, thus being ready to
start when the engine arrived to take them.
On
According to the second part of this Invention the locomotive or other
machine or apparatus for supplying power to move the boat and cargo
passes all the locks, taking down loaded boats and returning with light.
boats or another cargo, but moving from end to end of the route or

page_text: .
between any two terminal stations or locks, passing all intermediate
locks. Thus the two tracks above the canal become one a descending
and the other an ascending track. To pass the locks the engine
will require, first, that descending or above the locks the two tracks run
into one right above the lock, one track thus being carried out beyond
the lock below it far enough to carry the engine clear of the lock and
connections; secondly, that length of track on which the engine stands
thus out clear of the lock must be adjustable to be capable of connecting
with cach track on the next level just below the lock, and to be capable
also of being raised and lowered for purposes of descent and ascent;
thirdly, this double need is met, the first by the shape or make of rail
and road or by a turntable, the second, that is to say, the lowering and
raising of section of track with engine will be effected by elevators and
stationary engine or other suitable mechanism. An advantage of using
a stationary engine is that it can be utilized to hurry boats through the
lock, so that half the average time will not be spent in this operation.
To effect this purpose it will be necessary and sufficient to adjust at
proper places in the sides of the lock suitable tackles, blocks, and pulleys
for the ordinary cable, and as soon as the lock gate opens this cable is
wound around a drum by the action of the stationary engine drawing
the boat first into the lock, and then when the lower gate is opened
drawing her out to her place under the track of the next level. This
method of locking boats constitutes the second part of this Invention.
The use of steam or other locomotive power continued from end to end
of the route has this great advantage, namely, that of being able to move
freight even in winter. Either the canals can be kept open or they
cannot. If kept open they may be operated all the time as already pro-
vided for. If not kept open then it is only necessary in building stone
piers or iron columns, and the machinery for raising and lowering at the.
locks to make provision for running trains of freight within the safe
capacity of this railway, lowering and raising each freight car as is
suggested for raising and lowering the engine and tender. Thus in the
worst circumstances something can always be done in the way of moving
freight.
Among the advantages resulting from this method of transportation of

page_text: Secondly. Large gain in speed without injury to canals.
Thirdly. Most probably a diminution of the injuries at present sus-
tained by canals by washing of their banks.
Fourthly. Canal companies having already ownership of the right of
way, it will only be necessary to go at once to work and build the road.
It is obvious that this Invention may be applied to the transportation
of boats in rivers, lakes, and other similar bodies of water. It is also
apparent that this part of the said Invention may be modified by
sustaining or partially sustaining the boat and cargo on the track above,
while applying the motive power below the same by a tug in the water
or an engine running on a track beside the canal towing or drawing the
supersustained boat and cargo.
And the method and means described for hastening boats through
locks may be applied to ordinary canals as well as to those furnished
with a railway or track as above described.
The third part of this Invention relates to applying motive power
street and other cars or vehicles.
for
Heretoforc as is well known the power for propelling or drawing
street and other cars has consisted generally of an engine running on
the same track as the cars. With these improvements the engine or
other apparatus for communicating locomotion to the cars runs upon an
elevated track, drawing after it upon the same track a series of light
trucks or frames on wheels. These trucks or frames are connected by
hangers or equivalent arms or braces with the car or cars beneath
running upon a track or railway on the ground, so that when the engine
is moved the cars will be drawn along on the track beneath.
In Figure 2 A, A, are the two tracks or lines of a street railway;
between these tracks are erected posts or pillars B, B, supporting beams
C, C, from which depend hangers D; E, E, are rails suitably affixed to
these hangers, upon which runs an engine F and a train (one or more).
of light trucks or frames on wheels G; H, H, show hangers connecting
the trucks with the car or cars K below, the connection being of that
nature that said cars may be readily attached to and detached from each
other when necessary or desirable.
In carrying this part of the said Invention into effect the street cars
may run on double wheels as at present with a truck mounted on a

page_text: single line of rails overhead, or will run on one wheel constructed
especially for the purpose below, while the trucks overhead have one
wheel or two wheels. The advantage of having only one below is that
it will relieve the street of two rails.
The above improvements have reference particularly to a need of the
present day, namely, rapid transit at a cheap rate from the heart and.
thickly settled portions of large cities to the suburbs and surrounding
rural districts. The said improvements afford a solution of this problem.
of rapid transit, a ready and simple solution, one that is entirely
adequate to the purpose in view, sure not to disfigure the streets nor.
inconvenience the public, and so cheap in its application as to bring a
ride within the means of the poor labouring classes.
Any suitable motive power, as steam, gas, electricity, or atmospheric
pressure, may be employed, in the latter case using pneumatic tubes,.
having pistons valves of proper construction.
To connect the train of cars with the driving wheels of the engine or
the piston of the pneumatic tubes there shall be upper wheels attached.
to the cars by an easy contrivance; two if there be but one below, one if
there be two below. These wheels shall be so adjusted as to secure safe.
and steady motion for the cars at any speed. In fact, no car can well
jump the track with this arrangement.
Two hours in the morning and two hours in the evening will be all
sufficient for rapid transit purposes to bring the public to busines and to
bring them home.
It is proposed to run a train of cars every half hour from one end of
the line to the other during these four hours, giving every individual a
seat, and carrying each for a low fare. It may be assumed as quite
certain that all who want it will avail themselves of this opportunity.
Thus there would really be little objection to granting the rapid transit
line the right of way for these hours, and as the time is fixed and will
become thoroughly well known there will be very little danger of
accidents, and whatever there is can be guarded against as specified
below.
The overhead railway need not be very costly, it will-only have to bear
the weight of the engine and tender. It can be also the medium of:
pneumatic freight tubes. There will be no risk as in passenger cars on
elevated railways, for all passengers in this plan are on terra firma..

page_text: There will be little risk of frightening horses, first, because the
locomotive is so far above them, and they soon become accustomed to it
as has been already practically demonstrated; secondly, because the
hours being fixed these cars can be avoided during that time.
Cars for this line may be of different sizes to suit the demand for
transfer to the different stations at which they will require to stop. In
this respect it is plain that starting from either end of the route it will
be necessary to have these trains make but two or three stops to take
up
passengers. This can be accomplished without delay by having cars
awaiting the train, nothing to do but attach, or in fact can be done
without coming to a dead stop.
In order to discharge passengers along the line at or near their
respective places of business this may be provided for by an adjustment
that detaches the car in which passengers for that station ride; without
even slacking speed of the train the detached car is freed at a certain
distance from the station, runs into it under lessening speed until it
comes to the proper place at a full stop.
Outside of these four hours of rapid transit this line can become a line
worked by steam or atmospheric pressure at the speed of horse cars or
somewhat faster; and if deemed necessary a small car may run each
way for rapid transit.
If desired during the intermediate hours the cars on the lower track
may be drawn as now by horses.
The proposed overhead road for driving power while it will be perfectly
strong and capable of the work it has to do will manifestly need no a
very heavy or massive erection in the centre of the street. The upright
iron columns will rise between the two tracks and need not be more
frequent than every forty feet at the least. They will be of course high
nough to avoid all interferance with ordinary street traffic.
To guard effectually against any possible danger of jumping the track a
by the trucks running on the elevated railway the arms depending from
said trucks and connecting with the cars beneath may be supplied with
axles furnished with wheels which move on or against the under rider
of the rails or sills of said elevated road; or any other equivalent
arrangement of upper and nether wheels may be employed to effect the 3
same purpose.

page_text: Having thus fully described the nature of the said Invention, as com-
municated to me by my foreign correspondent, and the manner of per-
forming the same, I wish it understood that I claim,-
First. The method of transporting canal and other boats, consisting in
the provision of an elevated railway above and over the canal, affording a
support for the boat and assuming a part of the weight thereof, as above
described.
Second. The method of transporting canal and other boats by means
of an elevated railway or superstructure over the water provided with
trucks or cars, to which the boats are secured so as to be lifted partially
out of the water and drawn in this sustained position by means of power
also sustained on the elevated railway or superstructure, or operating
beneath or beside it, as above described.
Third. The method of facilitating the speedy passage of boats through
canals by means of an engine and suitable tackle for drawing the said
boats into the locks and out again, as above described.
Fourth. In combination with a railway located on the ground or bed
of the street an elevated railway track or other way located above the
street, and furnishing support for an engine and trucks or other moving
force connected with the cars on the track beneath, as above specified.
Fifth. The arrangement herein described for propelling or drawing
cars upon the street or ground by means of an engine or other moving
force running upon an elevated railway or other way.
In witness whereof, I, the said William Robert Lake, have here-
unto set my hand and seal, this Twelfth day of September, in
the year of our Lord One thousand eight hundred and seventy-
four.
Witness,
H. J. NOONE,
8, Southampton Buildings,
London.
W. ROB. LAKE. (L.S.)