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Patent US5443044 - Outboard motor with four stroke engine - Google PatentsSearch Images Maps Play YouTube News Gmail Drive More »Sign inPatentsDisclosed herein is an outboard motor comprising a steerable and tiltable propulsion unit including a lower unit including a vertically extending drive shaft housing, a drive shaft extending vertically in the drive shaft housing and located in a plane extending in a fore and aft direction, and a propeller...http://www.google.com/patents/US5443044?utm_source=gb-gplus-sharePatent US5443044 - Outboard motor with four stroke engineAdvanced Patent SearchTry the new Google Patents, with machine-classified Google Scholar results, and Japanese and South Korean patents.Publication numberUS5443044 APublication typeGrantApplication numberUS 08/235,502Publication dateAug 22, 1995Filing dateApr 29, 1994Priority dateApr 29, 1994Fee statusLapsedAlso published asDE19510271A1Publication number08235502, 235502, US 5443044 A, US 5443044A, US-A-5443044, US5443044 A, US5443044AInventorsRussell J. VanRensOriginal AssigneeOutboard Marine CorporationExport CitationBiBTeX, EndNote, RefManPatent Citations (8), Referenced by (5), Classifications (16), Legal Events (13) External Links: USPTO, USPTO Assignment, EspacenetOutboard motor with four stroke engine
US 5443044 AAbstract
Disclosed herein is an outboard motor comprising a steerable and tiltable propulsion unit including a lower unit including a vertically extending drive shaft housing, a drive shaft extending vertically in the drive shaft housing and located in a plane extending in a fore and aft direction, and a propeller shaft driven by the drive shaft and extending in the fore and aft plane, and a powerhead comprising a four stroke engine including a vertically extending crankshaft located forwardly of the drive shaft and in laterally spaced relation to the fore and aft plane, a cylinder extending horizontally and radially from the crankshaft and at an acute angle to the fore and aft plane, a camshaft extending generally vertically in the fore and aft plane and in vertical alignment with and in driving connection with the drive shaft, and a gear set drivingly connecting the crankshaft and the camshaft for rotatably driving the camshaft at a rotational speed which is one-half of the rotational speed of the crankshaft.
1. An outboard motor comprising a steerable and tiltable propulsion unit including a lower unit including a vertically extending drive shaft housing, a drive shaft extending vertically in said drive shaft housing and located in a plane extending in a fore and aft direction, and a propeller shaft driven by said drive shaft and extending in said fore and aft plane, and a powerhead comprising a four stroke engine including a vertically extending crankshaft, a cylinder extending horizontally and radially from said crankshaft and in a vertical cylinder plane other than said fore and aft plane, a camshaft extending generally vertically in said fore and aft plane and in driving connection with said drive shaft, and means drivingly connecting said crankshaft and said camshaft for rotatably driving said camshaft at a rotational speed which is one-half of the rotational speed of said crankshaft.
2. An outboard motor in accordance with claim 1 wherein said cylinder plane extends at an acute angle to said fore and aft plane.
3. An outboard motor comprising a steerable and tiltable propulsion unit including a lower unit including a vertically extending drive shaft housing, a drive shaft extending vertically in said drive shaft housing and located in a plane extending in a fore and aft direction, and a propeller shaft driven by said drive shaft and extending in said fore and aft plane, and a powerhead comprising a four stroke engine including a vertically extending crankshaft located forward of said drive shaft, a camshaft extending generally vertically in said fore and aft plane and driving said drive shaft, and means drivingly connecting said crankshaft and said camshaft for rotatably driving said camshaft at a rotational speed which is one-half of the rotational speed of said crankshaft.
4. An outboard motor in accordance with claim 3 wherein said crankshaft is in laterally spaced relation to said fore and aft plane.
5. An outboard motor comprising a steerable and tiltable propulsion unit including a lower unit including a vertically extending drive shaft housing, a drive shaft extending vertically in said drive shaft housing and located in a plane extending in a fore and aft direction, and a propeller shaft driven by said drive shaft and extending in said fore and aft plane, and a powerhead comprising a four stroke engine including a vertically extending crankshaft located forwardly of said drive shaft and in laterally spaced relation to said fore and aft plane, a cylinder extending horizontally and radially from said crankshaft and at an acute angle to said fore and aft plane, a camshaft extending generally vertically in said fore and aft plane and in vertical alignment with and in driving connection with said drive shaft, and means drivingly connecting said crankshaft and said camshaft for rotatably driving said camshaft at a rotational speed which is one-half of the rotational speed of said crankshaft.
6. An outboard motor in accordance with claim 1 wherein said camshaft is coaxial with said drive shaft.
7. An outboard motor in accordance with claim 1 wherein said crankshaft is located forward of said drive shaft.
8. An outboard motor in accordance with claim 7 wherein said crankshaft is located in laterally spaced relation to said fore and aft plane.
9. An outboard motor in accordance with claim 3 wherein said camshaft is coaxial with said drive shaft.
10. An outboard motor in accordance with claim 3 and further comprising a cylinder extending horizontally and radially from said crankshaft and in a vertical cylinder plane other than said fore and aft plane.
11. An outboard motor in accordance with claim 10 wherein said cylinder plane extends at an acute angle to said fore and aft plane.
The invention relates generally to marine propulsion devices and, more particularly, to outboard motors including internal combustion engines. Still more particularly, the invention relates to outboard motors including four stroke internal combustion engines.
______________________________________U.S. Pat. No.        Inventor(s)    Issue Date______________________________________4,173,939    Charles D. Strang                       11/13/794,781,635    Sosuke Kinouchi                       11/1/88______________________________________
Attention is also directed to Japanese Application No. 3-206473, filed Jul. 23, 1991.
This invention provides an outboard motor comprising a steerable and tiltable propulsion unit including a lower unit including a vertically extending drive shaft housing, a drive shaft extending vertically in the drive shaft housing and located in a plane extending in a fore and aft direction, and a propeller shaft driven by the drive shaft and extending in the fore and aft plane, and a powerhead comprising a four stroke engine including a vertically extending crankshaft, a cylinder extending horizontally and radially from the crankshaft and at an acute angle to the fore and aft plane, a camshaft extending generally vertically in the fore and aft plane and in vertical alignment with and in driving connection with the drive shaft, and means drivingly connecting the crankshaft and the camshaft for rotatably driving the camshaft at a rotational speed which is one-half of the rotational speed of the crankshaft.
The invention also provides an outboard motor comprising a steerable and tiltable propulsion unit including a lower unit including a vertically extending drive shaft housing, a drive shaft extending vertically in the drive shaft housing and located in a plane extending in a fore and aft direction, and a propeller shaft driven by the drive shaft and extending in the fore and aft plane, and a powerhead comprising a four stroke engine including a vertically extending crankshaft, a cylinder extending horizontally and radially from the crankshaft and at an acute angle to the fore and aft plane, a camshaft extending generally vertically in the fore and aft plane and in vertical alignment with and in driving connection with the drive shaft, and means drivingly connecting the crankshaft and the camshaft for rotatably driving the camshaft at a rotational speed which is one-half of the rotational speed of the crankshaft.
The invention also provides an outboard motor comprising a steerable and tiltable propulsion unit including a lower unit including a vertically extending drive shaft housing, a drive shaft extending vertically in the drive shaft housing and located in a plane extending in a fore and aft direction, and a propeller shaft driven by the drive shaft and extending in the fore and aft plane, and a powerhead comprising a four stroke engine including a vertically extending crankshaft located forwardly of the drive shaft and in laterally spaced relation to the fore and aft plane, a cylinder extending horizontally and radially from the crankshaft and at an acute angle to the fore and aft plane, a camshaft extending generally vertically in the fore and aft plane and in vertical alignment with and in driving connection with the drive shaft, and means drivingly connecting the crankshaft and said camshaft for rotatably driving the camshaft at a rotational speed which is one-half of the rotational speed of the crankshaft.
FIG. 1 is a side elevation view of an outboard motor embodying various of the features of the invention.
FIG. 2 is an enlarged and fragmentary sectional view of a four stroke internal combustion engine incorporated in the outboard motor shown in FIG. 1.
Before explaining one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of the construction and the arrangements of the components set forth in the following description or illustrated in the drawings. The invention is capable of other embodiments and of being practiced or being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.
The outboard motor 11 shown in FIG. 1 includes a steerable and tiltable propulsion unit 13 comprising a lower unit 15, and a powerhead 17, together with any suitable means 19 for securing the propulsion unit 13 to the aft portion 20 of a boat for steering and tilting movement of the propulsion unit 13 relative to the boat.
The lower unit 15 includes a drive shaft housing 21 having a lower end to which a gear case housing 23 is connected. Located in the drive shaft housing 21 is a drive shaft 25 which extends vertically in a fore and aft plane 31 (see FIG. 2) and which, at its lower end, is drivingly connected, preferably through a reversing transmission 32, to a propeller shaft 33 which is rotatably supported by the gear case housing 23 in the fore and aft plane 31 and which carries a propeller 35 or other suitable propulsion device.
The powerhead 17 includes a four stroke internal combustion engine 41 which is rigidly mounted on the top of the drive shaft housing 21 and which, in general, is enclosed by a suitable cowl 43. As thus far disclosed the construction is conventional.
The internal combustion engine 41 comprises, as best shown in FIG. 2, an engine block 51 including a cylinder block 53 which, at least in part, defines a crankcase 55 which suitably rotatably supports a crankshaft 57 which extends vertically in laterally spaced relation to the fore and aft plane 31 and which is located forwardly of the drive shaft 25. The crankcase 55 can be closed or completed by a crankcase cover 59.
The cylinder block 53 also defines a cylinder 61 which surrounds a cylinder axis 63 extending horizontally and radially from the crankshaft 57 and at an acute angle to the fore and aft plane 31 such that the head end of the cylinder 61 is located more remotely from the fore and aft plane 31 than the crankcase end.
Located in the cylinder 61 is a piston 71 which is connected to the crankshaft 57 such that reciprocation of the piston 71 causes rotation of the crankshaft 57.
The engine block 51 also includes a cylinder head 73 which is suitably connected to the cylinder block 53, which includes an inclined surface which, in part, defines a combustion chamber, and which includes a spaced inlet and exhaust valve seats 79 (only one shown). Reciprocally movable relative to the valve seats 79 are inlet and exhaust valves 81 (only one shown) which are movably supported by the cylinder head 73, which are biased into engagement with the valve seats 79 by suitable respective springs 83 (only one shown), and which are displaced from the valve seats 79 by suitable respective rocker arms 85 (only one shown) which are suitably supported for pivotal movement by the head 73.
The rocker arms 85 are displaced to lift the valves 81 off the valve seats 79 in timed relation to piston movement by respective push rods 87 (only one shown) which are suitably guided for movement by the engine block 51 and which, at one end, respectively engage the rocker arms 85 and which, at the other end, engage lobes 89 (only one shown) on a camshaft 91 which is suitably supported for rotation by the engine block 51.
The camshaft 91 extends generally vertically in the fore and aft plane 31 in coaxial relation to the drive shaft 25 and is drivingly connected thereto by any suitable means.
The camshaft 91 is rotatably driven at one-half the rotational speed of the crankshaft 57 by enmeshed timing gears 93 and 95 respectively fixedly mounted on the crankshaft 57 and the camshaft 91. Thus, the drive shaft 25 is driven at camshaft rotational speed, thereby permitting rotation of the crankshaft 57 at twice the speed of the drive shaft 25. Such faster crankshaft rotation affords power generation from engine parts which are smaller and, accordingly, of lesser weight, without requiring another auxiliary gear set between the crankshaft 57 and the drive shaft 25. In addition, taking power from the camshaft 91 of a push rod engine desirably places the drive shaft 25 nearer to the fore and aft center of gravity of the outboard motor 11.
In addition, angling of the axis 63 of the cylinder 61 bore serves to permit reduction in the volume enclosed within the cowling 43, thereby providing a smaller powerhead.
The engine 41 can be constructed as additionally explained in application Ser. No. 08/245,977 (attorney's docket 72012/2540- E-2384) filed May 19, 1994, and assigned to the assignee of this application which application is incorporated herein by reference. As a consequence the lubrication system disclosed therein can be employed with the construction disclosed herein.
Patent CitationsCited PatentFiling datePublication dateApplicantTitleUS4173939 *Feb 22, 1978Nov 13, 1979Outboard Marine CorporationTwo-speed transmissionUS4588385 *Sep 2, 1982May 13, 1986Yamaha Hatsudoki Kabushiki KaishaWater cooled, four-cycle internal combustion engine for outboard motorsUS4726799 *Feb 10, 1986Feb 23, 1988Sanshin Kogyo Kabushiki KaishaOutboard motorUS4781635 *Oct 9, 1987Nov 1, 1988Kawasaki Jukogyo Kabushiki KaishaMarine outboard engine unitUS5036805 *Apr 17, 1990Aug 6, 1991Honda Giken Kogyo Kabushiki KaishaOutboard engineUS5049100 *Apr 17, 1990Sep 17, 1991Honda Giken Kogyo Kabushiki KaishaOutboard engine unitUS5383440 *Sep 15, 1993Jan 24, 1995Honda Giken Kogyo Kabushiki KaishaBlow-by gas circulating system for 4-cycle engineJPH0526020A * Title not available* Cited by examinerReferenced byCiting PatentFiling datePublication dateApplicantTitleUS6354893 *Sep 7, 2000Mar 12, 2002Suzuki Motor CorporationMounting structure for an outboard motorUS6973906 *Feb 4, 2003Dec 13, 2005Honda Giken Kogyo Kabushiki KaishaInternal combustion engine provided with decompressing mechanism and method of adjusting valve lift for decompressionUS20030145820 *Feb 4, 2003Aug 7, 2003Honda Giken Kogyo Kabushiki KaishaInternal combustion engine provided with decompressing mechanism and method of adjusting valve lift for decompressionEP1092848A3 *Oct 12, 2000Apr 17, 2002Sanshin Kogyo Kabushiki KaishaInternal combustion engineEP1092849A3 *Oct 12, 2000Apr 17, 2002Sanshin Kogyo Kabushiki KaishaInternal combustion engine* Cited by examinerClassifications U.S. Classification123/195.0HC, 123/196.00WInternational ClassificationF02B67/00, B63H20/00, F02B75/18, F02B75/02, B63H20/14, F02B75/20, F02B61/04Cooperative ClassificationF02B61/045, F02B2275/34, F02B75/20, F02B2075/1808, F02B2075/027European ClassificationF02B75/20, F02B61/04BLegal EventsDateCodeEventDescriptionApr 29, 1994ASAssignmentOwner name: OUTBOARD MARINE CORPORATION, ILLINOISFree format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:VANRENS, RUSSELL J.;REEL/FRAME:006981/0691Effective date: 19940421Mar 2, 1998ASAssignmentOwner name: NATIONSBANK OF TEXAS, N.A., TEXASFree format text: SECURITY AGREEMENT;ASSIGNOR:OUTBOARD MARINE CORPORATION;REEL/FRAME:009005/0891Effective date: 19980106Jan 28, 1999FPAYFee paymentYear of fee payment: 4Apr 1, 1999ASAssignmentOwner name: OUTBOARD MARINE CORPORATION, ILLINOISFree format text: RELEASE AND REASSIGNMENT OF PATENT AND LICENSE AGREEMENT;ASSIGNOR:FIRST NATIONAL BANK OF CHICAGO;REEL/FRAME:009901/0439Effective date: 19980105Dec 20, 2002FPAYFee paymentYear of fee payment: 8Dec 16, 2003ASAssignmentOwner name: BOMBARDIER MOTOR CORPORATION OF AMERICA, FLORIDAFree format text: BANKRUPTCY COURT ORDER AUTHORIZING SALE OF CERTAIN ASSETS OF THE DEBTORS FREE AND CLEAR OF LIENS.;ASSIGNOR:OUTBOARD MARINE CORPORATION;REEL/FRAME:014196/0466Effective date: 20031211Dec 19, 2003ASAssignmentOwner name: BOMBARDIER MOTOR CORPORATION OF AMERICA, FLORIDAFree format text: NUNC PRO TUNC ASSIGNMENT;ASSIGNOR:OUTBOARD MARINE CORPORATION;REEL/FRAME:014201/0927Effective date: 20031211Apr 28, 2004ASAssignmentOwner name: BOMBARDIER RECREATIONAL PRODUCTS INC., CANADAFree format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:BOMBARDIER MOTOR CORPORATION OF AMERICA;REEL/FRAME:014546/0442Effective date: 20031218Jun 1, 2005ASAssignmentOwner name: BRP US INC., WISCONSINFree format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:BOMBARDIER RECREATIONAL PRODUCTS INC.;REEL/FRAME:016079/0257Effective date: 20050131Oct 5, 2006ASAssignmentOwner name: BANK OF MONTREAL, AS ADMINISTRATIVE AGENT, CANADAFree format text: SECURITY AGREEMENT;ASSIGNOR:BRP US INC.;REEL/FRAME:018350/0269Effective date: 20060628Mar 7, 2007REMIMaintenance fee reminder mailedAug 22, 2007LAPSLapse for failure to pay maintenance feesOct 9, 2007FPExpired due to failure to pay maintenance feeEffective date: 20070822RotateOriginal ImageGoogle Home - Sitemap - USPTO Bulk Downloads - Privacy Policy - Terms of Service - About Google Patents - Send FeedbackData provided by IFI CLAIMS Patent Services

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Walk off those Christmas Calories - Bristol & Bath 40+ Meetup Group (Bedminster, England)
Walk off those Christmas Calories
December 26, 2013 · 11:00 AM
I've had a request to repeat the Burrington Coombe walk that we did in September on Boxing Day - to help burn off all that Christmas excess and get you all out from in front of the burning log fire (if only!). The details of the walk are as follows:-
We'll meet in the car park at the bottom of Burrington Coombe and then take a steady circular walk that will take us past an abandoned house, then ascend towards the top of Mendip past a famous cave to the trig point that is the highest point on Mendip - you will get fantastic views if the day is clear - we'll then descend and cross Burrington Coombe at the top where we will decide if we want to extend the walk via Blagdon, Rickford and eventually back to Burrington. Distance will be about 7 miles if we do the whole walk - but well worth it just for the views.
And we can go for a beer in The New Inn at Blagdon afterwards.
Catherine Fun, lively and chatty people and didn't notice we'd reached height until we were already up there. Panoramic views to the far distance. Confidence-inducing host. Thank you Andy. 0 · December 26 Angela B Great bunch of people. Perfect weather. Awesome walk :) 0 · December 26 Owen My first meetup with this group. Great location and great people. Thanks 0 · December 26 Nigel My first Meetup walk. Enjoyed the walk, views, company and Toblerone:-) 0 · December 26 Thurstan Jonathan Banister Great walk round Burrington Combe and Dolebury and Rowberrow Warrens, helped by fine weather and great company! My first meetup with this group :) 0 · December 26 Joanna Sorry Everyone - I won't be able to join you today :-( 0 · December 26 Lisa G I have offered a lift to someone from Keynsham who I met at the Bath Christmas drinks at the Westgate pub (sorry, I can't remember your name...). Please reply to this if you still need a ride, and I'll come and pick you up. 0 · December 25 Peter K Shhhh! 0 · December 25 Karen Gill Hi Lisa. I thought I sent a message the other day but i guess i didn't press the send button. Since then i've decided not to come but thankyou for your really kind offer. Hopefully see you soon. Karen 0 · December 25 Angela Hi Andy..I can no longer make this walk....I hope you enjoy it 0 · December 25 A former member I'd be grateful for a lift from Bris- I'm near Whiteladies but can cycle to pick up point. Thanks 0 · December 17 View all 6 replies
Andrew Silk Rob - happy to pick you up - I'm going up to Westbury to pick Angela up anyway - so it will be on my way - will sort out details towards the end of the week. Thanks 1 · December 17 Phil Cheatle Do you still have space in your car for another passenger from Westbury? If not, does anyone else need a lift from near there? 0 · December 20 Andrew Silk Phil - yes I have space - Post Office Tavern Westbury - postcode is BS9 3SG at 10.00am if you want a lift - I'm picking Angela up from there. 0 · December 24 Andrew Silk Rob - don't know exactly where on Whiteladies you are - but can we say 10.15 outside Richer Sounds? I've sent you my mobile by separate message - either text or call me if there is somewhere better for you to be picked up. Thanks Andy 0 · December 24 Phil Cheatle Thanks Andy, see you at PoT WoT at 10. Phil 0 · December 24 A former member I'll be outside Richer Sounds at 10.15 - thanks. 0 · December 25 Peter K Do you have a post code for this? Will be at my sisters for Christmas. Not sure what time she's kicking me out on Boxing day but it's on the way home. I've not booked a slot as I don't want to stop someone else from going. Will just take pot luck on the day. 0 · December 20 Andrew Silk Peter - BS40 7AT is the postcode for the Burrington Inn - we will be meeting in the first car park on your left as you come up the coombe - therefore if you get to the Burrington Inn you've gone too far (only by about 100 yards) - if you struggle give me a ring on the day - but its the same car park we started the walk from last time. Cheers. 0 · December 20 Peter K I'm now a no. Car still in garage. In Cannock will return to Bristol late Boxing Day. Enjoy the walk :-) 0 · December 24 Jeremy Marchant Apologies - I'll be in London. 0 · December 20 Nick Matthews Thanks for the invite, but unfortunately I am away until the weekend, but would like to do it some other time as by far my favourite part of the Mendips. Enjoy the walk and may see some of you tonight in Bath?Nick 0 · December 20 10 went
Andrew Silk,
Gianni and 5 more
We do ask that you respect the age restriction and do not join if you are under 40.
In order to keep numbers at Meetups to a manageable number, and to maintain the friendliness of the group I have taken the decision to limit Membership of the group to 400. Once that number is met, new member requests will be held on a waiting list and new members will only be allowed into the group once a space become available.
145 Weston Walkers
369 Café Philosophers
186 Soulful music lovers

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The Life and Letters of Admiral Sir Charles Napier by H Noel 1870-1925 Williams. 9781340112769 | eBay
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M's GM in defense: 'We've never deviated'Seattle Mariners500dMariners general manager Jack Zduriencik, saying it required "a brief response," took measures to defend himself and his organization Monday after an article published this weekend portrayed the club and its front office as highly dysfunctional.
Seattle GM: 'We're looking forward'12/10/2013 - MLB Robinson Cano Seattle Mariners + more0 SharesEmailComment
ESPN.com news services 0 SharesEmailPrintCommentSeattle Mariners general manager Jack Zduriencik, saying it required "a brief response," took measures to defend himself and his organization Monday after an article published this past weekend portrayed the club and its front office as highly dysfunctional.Ongoing interference from Zduriencik, team CEO Howard Lincoln and president Chuck Armstrong has ruined the team's ability to succeed, according to a former assistant GM, ex-manager Eric Wedge and more than 20 others with knowledge of the club's inner workings who spoke in interviews with The Seattle Times."We have never deviated from our rebuilding plan," Zduriencik said in a 474-word statement published on The Times' website. "We have stayed the course, and we now have a talented group of young players. We are hard at work looking into every option to add to this core group, as we said we would, and we are looking forward to 2014 and beyond."The Mariners' rebuilding plan was punctuated last week when they came to terms with second baseman Robinson Cano on a reported 10-year, $240 million deal, which likely comes as their most significant luring of a free agent since Adrian Beltre signed with Seattle in 2004.Wedge, who left the team after the end of the season, repeated to the newspaper that his contract had nothing to do with his quitting, detailing anecdotes that painted the team's brass as out of touch with its players' abilities and needs."I'm no great person, but I do care about the right things," Wedge said, according to the Seattle paper. "I work hard to do the right thing. And what's happened here is wrong. What's happened to the players and coaches here is wrong. What's happened to this organization is wrong. It's so wrong. I can't put it any better than that. At some point in time, somebody's got to stand up to them."Saying "we all want to win as soon as possible," Zduriencik stood by his actions and those of his bosses."Everyone in our organization, including Howard and Chuck, is focused on putting a championship team on the field," Zduriencik said in the statement. "We all care very deeply about this team, just like the fans do. We all see when the team is playing well, and when it isn't."I've worked for several major league organizations," he said in the statement. "Our upper management has suggestions and asks questions, just like CEOs and presidents in other organizations do, all to be helpful and contribute to the goal of winning."Joining Wedge in excoriating his former bosses in the article was Tony Blengino, a former special assistant to the GM before being fired in August."Jack portrayed himself as a scouting/stats hybrid because that's what he needed to get the job," said Blengino, who came with Zduriencik when was hired by the Mariners from the Milwaukee Brewers in 2008. "But Jack never has understood one iota about statistical analysis. To this day, he evaluates hitters by homers, RBI and batting average and pitchers by wins and ERA. Statistical analysis was foreign to him. But he knew he needed it to get in the door."In his statement, Zduriencik again countered Wedge's claims about his motivations for leaving the Mariners. Wedge's contract expired after last season, and he said he wouldn't be returning after the Mariners went 71-91 and extended a postseason drought that dates to 2001."Eric approached me numerous times throughout the year expressing his desire for a long-term contract," Zduriencik said. "Even the day before he quit, Eric called a meeting with me and demanded a contract extension."Zduriencik also sought to discredit Blengino's assertions that the GM was incompetent in the ways of modern-day scouting."Our current statistical analysis group is doing excellent work," Zduriencik said in the statement. "Our dedicated staff and the tools they are using are a key component in our decision-making process and are light years ahead of where we have been. I am engaged with their work on a daily basis and very excited in the improvements made."

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Patent US4074986 - Valved water container with seal - Google PatentsSearch Images Maps Play YouTube News Gmail Drive More »Sign inPatentsA combination sealing, venting, mounting and filter element is positioned between a replaceable inverted water bottle and a water reservoir from which the water is dispensed. The element is snugly fitted within the mouth portion of the reservoir or olla of plastic material into which a dispensing valve...http://www.google.com/patents/US4074986?utm_source=gb-gplus-sharePatent US4074986 - Valved water container with sealAdvanced Patent SearchPublication numberUS4074986 APublication typeGrantApplication numberUS 05/777,357Publication dateFeb 21, 1978Filing dateMar 14, 1977Priority dateApr 26, 1976Publication number05777357, 777357, US 4074986 A, US 4074986A, US-A-4074986, US4074986 A, US4074986AInventorsCarl E. Frahm, Shirley E. FrahmOriginal AssigneeFrahm Carl E, Frahm Shirley EExport CitationBiBTeX, EndNote, RefManPatent Citations (11), Referenced by (5), Classifications (11), Legal Events (13) External Links: USPTO, USPTO Assignment, EspacenetValved water container with seal
US 4074986 AAbstract
A combination sealing, venting, mounting and filter element is positioned between a replaceable inverted water bottle and a water reservoir from which the water is dispensed. The element is snugly fitted within the mouth portion of the reservoir or olla of plastic material into which a dispensing valve is threaded. The element includes a venting channel in communication with a filter housing which is releasably secured to such element adjacent to an upwardly extending flange portion, the flanged portion being apertured for venting and also shaped to provide a sealing portion engaging the bottle. Also the element has a downwardly extending portion near its periphery for engagement of a flat surface of a housing for the reservoir.
1. An arrangement including a reservoir, said reservoir having a mouth portion, a mounting means for said reservoir, said mounting means including a flat surface adjacent to and spaced from said mouth portion of said reservoir so as to define an opening between said flat surface and said mouth portion, a replacement container for placement in an inverted position on said reservoir, an element for positioning between said flat surface of said mounting means and said container to close said opening, with said element serving the functions of mounting said container, closing said opening, and sealing and venting said reservoir, said element being annular and having a generally horizontally disposed base portion and having an inner opening generally of the size and shape of the mouth of said reservoir, a first relatively heavy sealing and mounting portion extending downwardly from said base portion for entering and snugly engaging an inner wall portion of said mouth portion to provide not only a firm support for the water container but also as a seal, a second relatively thin, flexible and tapered sealing ring portion on said base portion positioned outwardly of said first portion and extending upwardly from said base portion and being the sole means to engage said container, said second portion having a vent apertured portion extending therethrough, a third portion near the periphery of said base portion and extending downwardly therefrom for sealing contacting said flat surface of said mounting means for said reservoir, said second portion being located between said first portion and said third portion, said base portion having at least a part of its horizontal extension between said first and third portions of relatively thin cross section constructed and arranged such that the weight of the container acting on said second portion tends to flex said base portion to urge the first and third portions into sealing engagement with the reservoir mouth and the mounting means flat surface, respectively.
Patent CitationsCited PatentFiling datePublication dateApplicantTitleUS1911076 *Mar 9, 1932May 23, 1933Gandola Basil MDetachable spout for containersUS1928344 *Oct 14, 1931Sep 26, 1933Guido J WiggenhornWater cooler and dispenserUS2155259 *Apr 3, 1937Apr 18, 1939Gen ElectricLiquid dispenser filterUS2335458 *Mar 29, 1943Nov 30, 1943Senyal FrankFilter and water purifierUS2381104 *May 10, 1943Aug 7, 1945Burnham Frank JStrainer filter for coffee makingUS2822964 *Feb 14, 1956Feb 11, 1958Shore Roscoe WClosure for containersUS3152729 *Jun 28, 1961Oct 13, 1964Hamilton Skotch CorpDispensing spigot for containersUS3186604 *Feb 25, 1963Jun 1, 1965American Flange & MfgFaucet attachmentUS3445001 *Jun 2, 1967May 20, 1969Ozonator CorpWater purifierUS3550782 *May 9, 1968Dec 29, 1970Louis P VelozWater sterilizer apparatusUS3667197 *Mar 23, 1970Jun 6, 1972Frahm Carl ECombination sealing, venting, and filtering means* Cited by examinerReferenced byCiting PatentFiling datePublication dateApplicantTitleUS5332127 *Nov 19, 1992Jul 26, 1994White Jonathan ZVented liquid dispenser and attachment cap thereforUS5431205 *Oct 8, 1993Jul 11, 1995Gebhard; Albert W.Dispensing system for bottled liquidsUS5562824 *Oct 12, 1994Oct 8, 1996Wtc/Ecomaster CorporationGravity water purifierUS8465654 *Feb 2, 2009Jun 18, 2013Bekaert Advanced Filtration SaFilter candle and mesh pack with a deformable seal, and method of filtering molten or dissolved polymersUS20110006015 *Feb 2, 2009Jan 13, 2011Philippe LeonardElongate mesh pack for use as part of a filter candle* Cited by examinerClassifications U.S. Classification55/502, 222/545, 210/474International ClassificationB01D46/00, F16K24/06Cooperative ClassificationF16K24/06, B01D46/00, B67D3/0035, B67D3/0038European ClassificationF16K24/06, B01D46/00Legal EventsDateCodeEventDescriptionApr 10, 1989ASAssignmentOwner name: REID VALVE COMPANY, INC., 133 E. MAPLE AVE., MONROFree format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNORS:FRAHM, CARL E.;FRAHM, SHIRLEY R.;ROKUS, B. JOSEPH;REEL/FRAME:005063/0356Effective date: 19890106May 1, 1989ASAssignmentOwner name: ROKUS, JOSEPHFree format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:REID VALVE COMPANY, INC., A CA CORP.;REEL/FRAME:005073/0207Effective date: 19890310Owner name: TARI, ROKUSFree format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:REID VALVE COMPANY, INC., A CA CORP.;REEL/FRAME:005073/0207Effective date: 19890310Owner name: FRAHM, SHIRLEY R.Free format text: SECURITY INTEREST;ASSIGNOR:REID VALVE COMPANY, INC., A CA CORP.;REEL/FRAME:005073/0220Effective date: 19890302Owner name: FRAHM, CARLFree format text: SECURITY INTEREST;ASSIGNOR:REID VALVE COMPANY, INC., A CA CORP.;REEL/FRAME:005073/0220Effective date: 19890302Feb 12, 1990ASAssignmentOwner name: REID PLASTICS, INC.Free format text: CHANGE OF NAME;ASSIGNOR:REID VALVE COMPANY, INC.;REEL/FRAME:005277/0408Effective date: 19890816Sep 6, 1991ASAssignmentOwner name: REID PLASTICS, INC. A CORP. OF CALIFORNIA, CALIFOFree format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNORS:FRAHM, CARL E.;FRAHM, SHIRLEY E.;REEL/FRAME:005889/0056Effective date: 19910820Sep 16, 1991ASAssignmentOwner name: BARCLAYS BUSINESS CREDIT, INC. A CT. CORP.Free format text: SECURITY INTEREST;ASSIGNOR:REID PLASTICS, INC., A DE CORP.;REEL/FRAME:005834/0558Effective date: 19910830Aug 1, 1994ASAssignmentOwner name: BARCLAYS BUSINESS CREDIT, INC., WISCONSINFree format text: AMENDMENT TO PATENT COLLATERAL ASSIGNMENT AND SECURITY AGREEMENT;ASSIGNOR:REID PLASTICS, INC.;REEL/FRAME:007125/0357Effective date: 19940708Mar 13, 1995ASAssignmentOwner name: BANQUE PARIBAS, CALIFORNIAFree format text: SECURITY INTEREST;ASSIGNOR:REID PLASTICS, INC.;REEL/FRAME:007383/0049Effective date: 19950217Mar 15, 1995ASAssignmentOwner name: SHAWMUT CAPITAL CORPORATION, WISCONSINFree format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:BARCLAYS BUSINESS CREDIT, INC.;REEL/FRAME:007417/0031Effective date: 19950131Nov 22, 1996ASAssignmentOwner name: MORGAN GUARANTY TRUST COMPANY OF NEW YORK, AS AGENFree format text: SECURITY AGREEMENT;ASSIGNOR:REID PLASTICS, INC.;REEL/FRAME:008231/0431Effective date: 19961112Feb 25, 1997ASAssignmentOwner name: REID PLASTICS, INC., CALIFORNIAFree format text: RELEASE OF SECURITY INTEREST IN PATENTS;ASSIGNOR:BANQUE PARIBAS;REEL/FRAME:008354/0948Effective date: 19961112Jan 5, 1998ASAssignmentOwner name: REID PLASTICS, INC., A DELAWARE CORPORATION, CALIFFree format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:REID PLASTICS, INC., A CALIFORNIA CORPORATION;REEL/FRAME:009314/0881Effective date: 19971010Sep 30, 1999ASAssignmentOwner name: BANKERS TRUST COMPANY, NEW YORKFree format text: SECURITY INTEREST;ASSIGNOR:REID PLASTICS GROUP LLC;REEL/FRAME:010272/0739Effective date: 19990701Jun 14, 2004ASAssignmentOwner name: REID PLASTICS GROUP LLC, GEORGIAFree format text: PATENT RELEASE;ASSIGNOR:DEUTSCHE BANK TRUST COMPANY AMERICAS;REEL/FRAME:014725/0157Effective date: 20040519RotateOriginal ImageGoogle Home - Sitemap - USPTO Bulk Downloads - Privacy Policy - Terms of Service - About Google Patents - Send FeedbackData provided by IFI CLAIMS Patent Services


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The Stockton and Darlington Railway (S&DR) was a railway company that operated in north-east England from 1825 to 1863. The world's first public railway to use steam locomotives,[1] its first line connected collieries near Shildon with Stockton-on-Tees and Darlington, and was officially opened on 27 September 1825. The movement of coal to ships rapidly became a lucrative business, and the line was soon extended to a new port and town at Middlesbrough. Passengers were carried in coaches drawn by horses until carriages hauled by steam locomotives were introduced in 1833.
Coal from the inland mines in County Durham was taken away on packhorses, and then horse and carts as the roads were improved. A canal was proposed by George Dixon in 1767 and again by John Rennie in 1815, but both schemes failed.[2][3] A few years later a canal was proposed on a route that bypassed Darlington and Yarm, and a meeting was held in Yarm to oppose the route.[4] The Welsh engineer George Overton was consulted, and he advised building a tramroad. Overton carried out a survey[5] and planned a route from the Etherley and Witton Collieries to Shildon, and then passing to the north of Darlington to reach Stockton. The Scottish engineer Robert Stevenson was said to favour the railway, and the Quaker Edward Pease supported it at a public meeting in Darlington on 13 November 1818, promising a five per cent return on investment.[6][7] Approximately two-thirds of the shares were sold locally, and the rest were bought by Quakers nationally.[8][note 1] A private bill was presented to Parliament in March 1819, but as the route passed through Earl of Eldon's estate and one of the Earl of Darlington's fox covers, it was opposed and defeated by 13 votes.[10]
Overton surveyed a new line that avoided Darlington's estate and agreement was reached with Eldon, but another application was deferred early in 1820, as the death of King George III had made it unlikely a bill would pass that parliamentary year. The promoters lodged a bill on 30 September 1820, the route having changed again as agreement had not been reached with Viscount Barrington about the line passing over his land.[11] The railway was unopposed this time, but the bill nearly failed to enter the committee stage as the required four-fifths of shares had not been sold. Pease subscribed £7,000; from that time he had considerable influence over the railway and it became known as "the Quaker line". The Act that received Royal Assent on 19 April 1821 allowed for a railway that could be used by anyone with suitably built vehicles on payment of a toll, that was closed at night, and with which land owners within 5 miles (8.0 km) could build branches and make junctions;[12][13] no mention was made of steam locomotives.[14] This new railroad initiated the construction of more railway lines, causing significant developments in railway mapping and cartography, iron and steel manufacturing, as well as in any industries requiring more efficient transportation.[15]
Concerned about Overton's competence, Pease asked Stephenson to meet him in Darlington.[note 2] On 12 May 1821 the shareholders appointed Thomas Meynell as Chairman and Jonathan Backhouse as treasurer; a majority of the managing committee, which included Thomas Richardson, Edward Pease and his son Joseph Pease, were Quakers. The committee designed a seal, showing waggons being pulled by a horse, and adopted the Latin motto Periculum privatum utilitas publica ("At private risk for public service").[17][18] By 23 July 1821 it had decided that the line would be a railway with edge rails, rather than a plateway, and appointed Stephenson to make a fresh survey of the line.[19] Stephenson recommended using malleable iron rails, even though he owned a share of the patent for the alternative cast iron rails, and both types were used.[20][note 4] Stephenson was assisted by his 18-year-old son Robert during the survey,[22] and by the end of 1821 had reported that a usable line could be built within the bounds of the Act, but another route would be shorter by 3 miles (4.8 km) and avoid deep cuttings and tunnels.[23] Overton had kept himself available, but had no further involvement and the shareholders elected Stephenson Engineer on 22 January 1822, with a salary of £660 per year.[24] On 23 May 1822 a ceremony at Stockton celebrated the laying of the first track, the rails 4 feet 8 inches (1.42 m) apart,[note 5] the same gauge used by Stephenson on his Killingworth Railway.[23]
Stephenson advocated the use of steam locomotives on the line.[14] Pease visited Killingworth in mid-1822[27] and the directors visited Hetton colliery railway, on which Stephenson had introduced steam locomotives.[28] A new bill was presented, requesting Stephenson's deviations from the original route and the use of "loco-motives or moveable engines", and this received assent on 23 May 1823.[29] The line included embankments up to 48-foot (15 m) high, and Stephenson designed a wrought-iron girder bridge to cross the River Gaunless. The stone bridge over the River Skerne was designed by the Durham architect Ignatius Bonomi.[30][note 6]
In 1823 Stephenson and Pease opened Robert Stephenson and Company, a locomotive works at Forth Street, Newcastle, from which the following year the S&DR ordered two steam locomotives and two stationary engines.[32] On 16 September 1825, with the stationary engines in place, the first locomotive, Locomotion No. 1, left the works, and the following day it was advertised that the railway would open on 27 September 1825.[33]
The cost of building the railway had greatly exceeded the estimates. By September 1825 the company had borrowed £60,000 in short-term loans and needed to earn some income. A railway coach, named Experiment,[note 7] arrived the evening of 26 September 1825, was attached to Locomotion No. 1, and Pease, Stephenson and other members of the committee made an experimental journey between Shildon and Darlington, with James Stephenson, George's elder brother, at the controls.[35] On 27 September, between 7 am and 8 am, 12 waggons of coal[note 8] were drawn up Etherley North Bank by a rope attached to the stationary engine at the top, and then let down the South Bank to St Helen's Auckland. A waggon of flour bags was attached and horses hauled the train to the bottom of Brusselton West Bank, where thousands watched the second stationary engine draw the train up the incline. The train was let down the East Bank to Shildon Lane End, where Locomotion No. 1, Experiment and 21 new coal waggons fitted with seats were waiting.[39]
The directors had allowed room for 300 passengers, but the train left carrying between 450 and 600 people, most travelling in empty waggons but some on top of waggons full of coal. Brakesmen were placed between the waggons, and the train set off, led by a man on horseback with a flag. It picked up speed on the gentle downward slope and reached 10 to 12 miles per hour (16 to 19 km/h), leaving behind men on field hunters (horses) who had tried to keep up with the procession. The train stopped when the waggon carrying the company surveyors and engineers lost a wheel; the waggon was left behind and the train continued. The train stopped again, this time for 35 minutes to repair the locomotive and the train set off again, reaching 15 mph (24 km/h) before it was welcomed by an estimated 10,000 people as it came to a stop at the Darlington branch junction. Eight and a half miles (13.7 km) had been covered in two hours, and subtracting the 55 minutes accounted by the two stops, it had travelled at an average speed of 8 mph (13 km/h). Six waggons of coal were distributed to the poor, workers stopped for refreshments and many of the passengers from Brusselton alighted at Darlington, to be replaced by others.[40][41]
Two waggons for the Yarm Band were attached, and at 12:30 pm the locomotive started for Stockton, now hauling 31 vehicles with 550 passengers. On the five miles (8.0 km) of nearly level track east of Darlington the train struggled to reach more than 4 mph (6.4 km/h). Crowds waited for the train to cross the Stockton to Yarm turnpike. Approaching Stockton it gained speed and reached 15 mph (24 km/h) again, before a man clinging to the outside of a waggon fell off and his foot was crushed by the following vehicle. The train arrived 3 hours, 7 minutes after leaving Darlington. The opening ceremony was considered a success and that evening 102 people sat down to a celebratory dinner at the Town Hall.[42]
The railway that opened in September 1825 was 25 miles (40 km) long and ran from Phoenix Pit, Old Etherley Colliery, to Cottage Row, Stockton; there was also a half-mile (0.8 km) branch to the depot at Darlington, 1⁄2 mile (0.80 km) of the Hagger Leases branch, and a 3⁄4 mile (1.2 km) branch to Yarm.[43] Most of the track used 28 pounds per yard (14 kg/m) malleable iron rails, and 4 miles (6.4 km) of 57 1⁄2 lb/yd (28.5 kg/m) cast iron rails were used for junctions.[44] The line was single track with four passing loops each mile;[45] square sleepers supported each rail separately so that horses could walk between them.[30] Stone was used for the sleepers to the west of Darlington and oak to the east; Stephenson would have preferred all of them to have been stone, but the transport cost was too high as they were quarried in the Auckland area.[46] The railway opened with the company owing money and unable to raise further loans; Pease advanced money twice early in 1826 so the workers could be paid. By August 1827 the company had paid its debts and was able to raise more money; that month the Black Boy branch opened and construction began on the Croft and Hagger Leases branches. During 1827 shares rose from £120 at the start to £160 at the end.[47]
Initially the line was used to carry coal to Darlington and Stockton, carrying 10,000 tons[note 9] in the first three months and earning nearly £2,000. In Stockton the price of coal dropped from 18 to 12 shillings, and by the beginning of 1827 was 8 shillings 6 pence (8s 6d).[48][note 3] Initially the drivers had been paid a daily wage, but after February 1826 they were paid 1⁄4d per ton per mile; from this they had to pay assistants and fireman and to buy coal for the locomotive.[49] The 1821 Act had received opposition from the owners of collieries on the River Wear who supplied London and feared competition, and it had been necessary to restrict the rate for transporting coal destined for ships to 1⁄2d per ton per mile, which had been assumed would make the business uneconomic. There was interest from London for 100,000 tons a year, so the company began investigations in September 1825. In January 1826 the first staith[note 10] opened at Stockton, designed so waggons over a ship's hold could discharge coal from the bottom.[51] A little over 18,500 tons of coal was transported to ships in the year ending June 1827 and this increased to over 52,000 tons the following year, 44 1⁄2 per cent of the total carried.[52]
The locomotives were unreliable at first. Soon after opening Locomotion No. 1 broke a wheel, and it was not ready for traffic until 12 or 13 October; Hope, the second locomotive, arrived in November 1825 but needed a week to ready it for the line – the cast-iron wheels were a source of trouble.[53] Two more locomotives of a similar design arrived in 1826; that August 16s 9d was spent on ale to motivate the men maintaining the engines.[53] By the end of 1827 the company had also bought Chittaprat from Robert Wilson and Experiment from Stephenson. Timothy Hackworth, locomotive superintendent, used the boiler from the unsuccessful Chittaprat to build the Royal George in the works at Shildon; it started work at the end of November.[54] John Wesley Hackworth later published an account[note 11] stating that locomotives would have been abandoned were it not for the fact that Pease and Thomas Richardson were partners with Stephenson in the Newcastle works, and that when Timothy Hackworth was commissioned to rebuild Chittaprat it was "as a last experiment" to "make an engine in his own way".[56][57] Both Tomlinson and Rolt[note 12] state this claim was unfounded and the company had shown earlier that locomotives were superior to horses, Tomlinson showing that coal was being moved using locomotives at half the cost of horses. Robert Young[note 13] states that the company was unsure as to the real costs as they reported to shareholders in 1828 that the saving using locomotives was 30 per cent. Young also showed that Pease and Richardson were both concerned about their investment in the Newcastle works and Pease unsuccessfully tried to sell his share to George Stephenson.[58]
New locomotives were ordered from Stephenson's, but the first was too heavy when it arrived in February 1828. It was rebuilt with six wheels and hailed as a great improvement, Hackworth being told to convert the remaining locomotives as soon as possible. In 1828 two locomotive boilers exploded within four months, both killing the driver and both due to the safety valves being left fixed down while the engine was stationary.[59] Horses were also used on the line, and they could haul up to four waggons. The dandy cart was introduced in mid-1828: a small cart at the end of the train, this carried the horse downhill, allowing it to rest and the train to run at higher speed. The S&DR made their use compulsory from November 1828.[45][60]
Passenger traffic started on 10 October 1825, after the required licence was purchased, using the Experiment coach hauled by a horse. The coach was initially timetabled to travel from Stockton to Darlington in two hours, with a fare of 1s, and made a return journey four days a week and a one-way journey on Tuesdays and Saturdays. In April 1826 the operation of the coach was contracted for £200 a year; by then the timetabled journey time had been reduced to 1 1⁄4 hours and passengers were allowed to travel on the outside for 9d. A more comfortable coach, Express, started the same month and charged 1s 6d for travel inside.[61] Innkeepers began running coaches, two to Shildon from July, and the Union, which served the Yarm branch from 16 October.[62] There were no stations:[63] in Darlington the coaches picked up passengers near the north road crossing, whereas in Stockton they picked up at different places on the quay.[64] Between 30,000 and 40,000 passengers were carried between July 1826 and June 1827.[65]
The export of coal had become the railway's main business, but the staiths at Stockton had inadequate storage and the size of ships was limited by the depth of the Tees. A branch from Stockton to Haverton, on the north bank of the Tees, was proposed in 1826, and the engineer Thomas Storey proposed a shorter and cheaper line to Middlesbrough, south of the Tees in July 1827. Later approved by George Stephenson, this plan was ratified by the shareholders on 26 October.[66][67] The Tees Navigation Company was about to improve the river and proposed that the railway delay application to Parliament, but, despite opposition, at a meeting in January 1828 it was decided to proceed.[66][68] A more direct northerly route from Auckland to the Tees had been considered since 1819, and the Tees & Weardale Railway had applied unsuccessfully to Parliament for permission for such a line in 1823, 1824 and 1825.[66][69] This now became a 11 1⁄2-mile (18.5 km) line linking Simpasture on the S&DR's line near today's Newton Aycliffe station with Haverton and Stockton, via a route that was 6 miles (9.7 km) shorter than via the route of the S&DR, and named the Clarence Railway in honour of the Duke of Clarence, later King William IV. Meetings held in Stockton in early 1828 supported the Tees Navigation and the Clarence Railway,[70] but the S&DR received permission for its branch on 23 May 1828 after promising to complete the Hagger Leases Branch and to build a bridge across the Tees at least 72 feet (22 m) wide and 19 feet (5.8 m) above low water, so as not to affect shipping.[71] Two members of the management committee resigned, as they felt that Stockton would be adversely affected by the line, and Meynell, the S&DR chairman, stepped down from leadership.[72] The Clarence Railway was approved a few days later, with the same gauge as the S&DR.[73] The route of the Clarence Railway was afterwards amended to reach Samphire Batts, later known as Port Clarence,[74] and traffic started in August 1833; by the middle of 1834 Port Clarence had opened and 28 miles (45 km) of line was in use.[75] The S&DR charged the 2 1⁄4d per ton per mile landsale rate for coal it carried the 10 miles (16 km) from the collieries to Simpasture for forwarding to Port Clarence, rather than the lower shipping rate.[76] By July 1834, the Exchequer Loan Commissioners had taken control of the Clarence Railway.[75]
The Croft branch opened in October 1829.[77] Construction of the suspension bridge across the Tees started in July 1829, but was suspended in October after the Tees Navigation Company pointed out the S&DR had no permission to cross the Old Channel of the Tees. The S&DR prepared to return to Parliament but withdrew after a design for a drawbridge was agreed with the Navigation Company.[78] The line to Middlesbrough was laid with malleable iron rails weighing 33 lb/yd (16 kg/m), resting on oak blocks.[79] The suspension bridge had been designed to carry 150 tons, but the cast iron retaining plates split when it was tested with just 66 tons and loaded trains had to cross with the waggons split into groups of four linked by a 9 yards (8.2 m) long chain.[80][81] For the opening ceremony on 27 December 1830, "Globe", a new locomotive designed by Hackworth for passenger trains, hauled people in carriages and waggons fitted with seats across the bridge to the staiths at Port Darlington, which had berths for six ships.[82] Stockton continued to be served by a station on the line to the quay until 1848, when it was replaced by a station on the Middlesbrough line on the other side of the Tees.[83] Before May 1829 Thomas Richardson had bought about 500 acres (200 ha) near Port Darlington, and with Joseph and Edward Pease and others he formed the Owners of the Middlesbrough Estate to develop it.

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Nice hotel but ... - Review of Hilton Garden Inn Orlando Airport, Orlando, FL - TripAdvisor
“Comfy room & Tasty breakfast”
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Nice hotel but ... - Hilton Garden Inn Orlando Airport
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Good room, Just a little expensive. Good shuttle service to airport. Close to airport. Comfortable bed and clean hotelGood room, Just a little expensive. Good shuttle service to airport. Close to airport. Comfortable bed and clean hotel
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Stayed in a one-bedroom suite. It was fabulous. Everything exceeded our expectations. Extremely clean hotel and very close to the airport.Staff were very friendly and helpful. We highly recommend this hotel and plan to stay there in the future.
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This hotel continues to maintain the standards that the Hilton brand stands for. Everything was clean,comfortable, modern and well maintained. I would recommend Hilton Garden Inn to anyone who travels and expects good accommodation for a reasonable price
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Very nice hotel located very near the airport. Several very nice resturants very near by. Very quite hotel and the lobby has a very nice atmosphere. Easy convenience to all major road ways in the Orlando area. Just beware of all of the tolls required on the toll roads. This hotel is very easy to find from the airport. All types of amenities are very near by too - Walmart, drug stores, fast food and nice family type resturants as well. If you are returning a rental car following your stay please be ware that some local gas stations (due to the location near the airport are known to have ridiculously high prices per gallon. Please check before you pump.
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We want our guests to be met with a well-trained staff that puts guest comfort and satisfaction before everything else and exceed their expectations.
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