US1048120A

US1048120A - Automatic air-coupling.

Info

Publication number: US1048120A
Authority: US
Inventors: James C Wright
Original assignee: Individual
Current assignee: Individual
Priority date: 1911-07-15
Filing date: 1911-07-15
Publication date: 1912-12-24
Anticipated expiration: 1929-12-24

Description

J. c. WRIGHT.

AUTOMATIC AIR COUPLING.

APPLICATION FILED JULY 15, 1911.

Patented Dec.24,1912.

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JNVENTOR. (Z Wight By AfTORNE-Y.

J. 0. WRIGHT.

AUTOMATIC AIR COUPLING. APPLICATION FILED JULY 15, 1911.

I Patented Dec. 24, 1912.

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U. WRIGHT.

TOMATIFI AIR COUPLING.

APPLICATION FILED JULY'lfi, 1911.

Patented Dec.- 24, .1912.

BSHEETEr-SHBET 3,

ailrllikuuli K Pith LII iollll nicrnn STATES PATENT onnicn.

JAMES C. 'WRIGH'I, OF KANSAS CITY, MISSOURI.

AUTOMATIC AIR-COUPLING.

To all whom i'f-ma'y concern:

-Be it known that I, JAMES C. IVRIGHT, a

citizen of the United States, residing'at Kansas City,- in the county of Jackson and State of Missouri, haveinventcd certain new and useful Imp-rov .mcnts inAutomatic Air- Couplings; and I do declare the following to be'a full, clear, and exact description of the invention, such as will ena'ble others equipment of one railway car with another,- or with a locomotive simultaneously with the coupling or uncoupling of the cars, and comprising a signal system whereby ElglltllS are energized to notify-the engineer or conductor of a train when such equipmentbecomes uncoupled.

v It is a further object of my invention to provide my coupling device with means for releasing air thereform in order that one or more cars may be controlled when disconnected from a'train, .to facilitate switching,

making up trains and the like.

Further objectsof my invention are disclosed in the following description, wherein reference is had to the accompanying drawings, in which Figure. I-is a bottom perspective of one section .of my coupler, showing its application to an ordinary freight car, and its relation to the car coupling. Fig. II is a plan view of the coupling section and a cooperating coupler head, shown in closed relation. Fig.- III is a plan view of'cooperating coupler heads, with the couplin half completed. Fig. IV is a plan view f. the same parts in open position. just beft coupling is to be made. Fig. V is a side elevation of same. Fig. VI is an enlarged perspective View of two closed maplinglmad the-side conduit of one being in section and its upper partbeing broken away to illustrate the interior construction. F VII is a horizontal section of onc of the coupling sections with a cooperating coupler head and jaw, taken on the line VIIVII, I ig. VIII.

Specification of Letters Patent.

Patented Dec. 24, 1912.

Application filed July 15, 1911. Serial No. 638,768.

Ifig. VIII is a vertical section of same on the line VIII-VIII, Fig. VII. Fig. IX- is an ei'ilarged vertical section on'the line I.\"IX,

Fig. II, showing the chan'ibcred coupler heads andjaws. Fig. X is a cross section on the line l\ X,- .Fig'. II. Fig. XI is an enlarged longitudinal section of the valve portion of the coupling section. on the line XI XI,Fig. FigIXII'isadetailperspective view of one of the coupler jaws, showing the air ports. Fig. XIII is an en-' largcd detail view of the valve actuating dc vice. I ig. XIV is a detail view. partialla. in horizontal section, of the relief valve for setting the brake of a disconnected car. Fig. XV is an endview of same. I

Referring more in detail to the parts In ordinary railway practice 'it is no uncommon'occurrence for a freight, and occasionally a passenger train, to accidentally part.

while in motion, due to defective draft appliance or, to other causes.- At the present time, a train upon parting breaks the air connection between the two cars at thepoint of parting, and the escapement of air from the parted or broken air hose immediately sets all brakes upon-both sections of the parted train. Before the introduction of air brakes. trains were controlled by hand brakes and a parted train was frequently the cause of a b .d.a'cci(lent; either from the rear section overtaking the forward section and crashing into it, or from its running back down hill onto a following train. I This was because the trainmcn and euginemcn had no way of knowing immediately when the train parted. v I f T lVith the introduction of the. automatic air coupler the advantage. if'it he an advantage. of theautomatic application ofthe brakes lost. because the automatic closing of the valves within the coupler, at the moment of parting of the train, prevents the cscapcmeut of air necessary to set the brakes. This loss. if any, is offset, however, bythe introduction of an automatic air signal, working upon the principle. of an escapeinent of'airfi'om the signal line-after the closing of the air brake line. by reason of a retarding ofthc signal airvalve behind the-brake air valve. the nuanentary escapement of air from the signal line in the mallnet-hereinafter described producing a warn ingan the cab of the engine at the head of the-ffront. section and in the caboose or.

coaches .of the other section of the parted Thus instantly and automatically warn the engineer at the head of one section and the trainmen the other section, of the parting of the train. The rear section is immediately briuig cunder control and stopped by use an rgency valve part of the tillilplllclla all coaches cars, and the forward section is under control and stopped by the in the ordinary manner. Broken v y it being repaired the train is again cor. 1p and proceeds, the automatic air coupler suftcrlng no d age whatever by reason of the train p: g, v

Under present conditions, an engineer loses entire control of his engine the instant a train parts, his engine coming to .a sudden and violent stopimmediately. On unstable bridges or structures the chest may be disastrons, Live stock. transit may be thrown and killed, lo cars shifted and exphisives, not w ured, set off by conc1 ssiou, and passengers upon passenger ti .ins may be thrown about and bruised and otherwise injured. These dangers, the danger to the lives of traimnen, by reason of their crawling beneath trains to couple up the presentair hose, the danger engendered by broken air hose upon a rapidly moving train are overcome by the automatic coupler;

he air line, but also-an. automatic signal who rte en eer at the front of the 13" I I V. a train and the conductor at the rear or the train may be notified when the coupling .h' ids between two cars have parted.

my invention, 1 designates an ordinary freight car, having a coupler head 2 of common ranstruction, which is located at, the or 1th; of the ear, lably between twobars o. Fixed to the bar 3 fog member l, which carries a bracket Also secured. to the "forward cross ember 6, having cud g bracket- 7 ovided with a U- ,d hanger. 8,. at the lower end; said ding below the plane of the ans" being provh ed '-vith-'a spring ha, 9 which extends upwar 1y through the thereof. Supported in the and upon the butter 9 the the barrel. 10, of one sect1on t -i..-el l0 tubular and has To my best .neterring to the details of structure, of.

an elongated boss 11 near'its forward end for providing the longitudinal chambers 1.814 at the side of the main chamber of the barrel; said bosses having nipples 15-l6 near their central portions provided'with the ports 11 -18, through which the main line conduit 19 and signal conduit 20 communicate with the interior of thcbarrel.

Slidably mounted within the barrel 10 is a Y couphug pipe 21, the inner end of which normally terminates in line with a shoulder 10 on the inner surface of the barrel '10, a short distance back of the rear edge of boss ll, and the outer .end of which projects from the forward open end of the barrel.

The body of the coupling pipe has an inset channel 22 at the center of one side thereof, and extending between the inner end of the channel and the opposite side of the pipe is a diaphragm, 23, d1viding the interior of the pipe into the separate chambers 24'- 25,

; which extend from the inner end of the pipe to a point above the center thereof, where said chambers are reduced to form the valve channels 24: -25

Opening through the side/0f the pipe 21, from the valve channel 24' and communicating with the elongated boss chamber 13, is a port 26,prcferably circular, and open ing through the pipe from the valve channel 25 into the elongated boss chamber 14,, is a port 27 which is preferably narrow and located in line with the forward portion of port 26, for a purpose presentlydescribed.

Located within the valve 245 25, are the slide valves 28-29, the valve 28 being longer than the valvc'29, so that when the valves are moved forwardly simultaneously, the port 26' will be entirely closed before the valve 29 reaches the poi-h1g5 37, thereby leaving the latter port open after the port 26 has been entirely closed. To operate the valves, I provide a slide 30, (Figs. VII and XIII) comprising a shank 31-, which is adapted to travel in a groove 11c 82 in the solid end of the pipe-21, and has the laterally projecting arms 3334 at one end provided with disks 35-36 for hearing against thefends of the slide valves 28-29,

said disks having pins 3738 which screw 115 in sockets in the ends of the slide valve and anchor the disks permanently to the valves. At the opposite end of the shank 31 is a disk 39, which is adapted to travel in. the

circular channel 40 with which the open 120 channel 22 communicates. I

Located within an extension of the channel 40, 1s a compression spring 41 which is held by a stop plate 42 and. 1s adapted to" vice forwardly by engagingv the disk is a sleeve 43 having a head 44 at its rear end, the shoulder 45 of which engages a ring 4:6 winch is set into the channel of 130 channels yieldingly tension the valve controlling do} the main barrel and is adapted to slide therein.

Located in the annulus between the sleeve lit-and barrel 10, is a spring 4?, the rear end of which bears against the'ring l6 and the forward end against a ring 4C8, which engages the-barrel shoulder 10 and the end of the pipe 21, thereby yieldingly tcnsioning the sleeveeS rearwardly and holding the pipe 21 yieldingly toward the rear. In the rear end of barrel 10, is a plug l9 for closing the barrel; said plug being preferably provided with a wrench boss 50. On the outer end of the coupling pipe 21 is a head 51, having upper and lower arms 5253, which are spaced apart to provide the slot 54; therebetweein Both of said arms are hollow, the chamber 55 of the upper arm head 51 and curve slightly outwardly from the plane of the head. the inner sides of the arms being curved to provide a circi-ilar socket 57. Located between the arms Gib-$3 of the coupler head is a hollow jaw 58, coniprising a body member 59having a bstantially semi-circular rear face 60, curved outer face 61, and a flat. side face 52 at about the center of the jaw and extending rea wardly thereacross from the inner end of the outer face. At the inner corner of the jaw 59) is a semicrescent saaped member 63, which is continuous with the tooth 59, the combined body and crescent shaped member ortooth 63- forming a unit substantially e-shapcd in appearance Extending horizontally through the jaw 59 is a diaphragm 64 which divides the in terior of the jaw into separate chambers 65-(16, the latter extending entirely through the boss and through the tooth. The chamber (36 ,has a port (39 opening through the Icurved rear face 60, near the point ofthe tooth, and a port 70 opening through the fiat face 62. The chamber 65 has a port 6S similar to the port 70, of chamber 66. On the surface of the flat face 62 of the coupling jaw 59 a rubber, or like facing 71, having openings for exposing the ports 6870. On the concaved face of the jaw tooth 63 is a triangular groove or socket 73. and on the curved outer face 61 of the boss 59 is a triangular tooth 74-; such parts being adapted to cooperate with relative parts 73-74', on a mating coupler jaw 58, in a manner presently described. The jaw 58 is pivotally mounted on the coupler head by means of pins 7576, (Fig. IX)"eac h of which extends through the end of an arm 52--53 and through the chamberin'said arm. The pins 7576 are hollow and have ports 77rl8 opening through their sides into the 'closed position.

conduits heretofore described, and thc'lower chamber (.36 is in communication with the signal line. On the convex surface of the crescent shaped tooth 63, just in from the port U9, is a boss 81 having a beveled rearedgu the sharp forward edge 83 having but slight clearance from the tooth port.

'r lidably' mounted in the channel 22, in i the head 51 and coupling pipe 21, is a bar 84 which extends into the barrel 10 and abuts against the front face of the disk 39 on the valve actuating device 30, which latter is tensioned forwardly by the spring 41. Pivot ally connected with the front end of the bar Set is a slice having a concaved outer surface adapted to fit snugly over the corn vex surface of the coupling jaw; said shoe being tensioned into engagement with said convex surface by the spring l1. Xear the rear end of the bar 8% a boss so, which is adapted for engagement" with a pin 87 that is carried by the barrel l0 and extends into the channel to-limitthe outward travel of the bar. (in the main line conduit 19 is a collar 88. carrying a valve casing 89, having a port 90 communicating with a port 91 in said conduit, and having side ports 92. EX- tending through the casing chamber is a stem 93, having a valve plate 9th at its inner end adapted for covering the portQO, and having a nut and washer 95-96 on its outer end. Seated on the end of the casing and bearing against the washer 96 is a spring 97, which yieldingly retains the valve St in Connected with the valve stem 93 a yoke 98, having a rod 99 extending beneath the car into position for convenient access to a train operator who may be riding the car step (not shown), st) that the rod may be actuated simultaneously with, or immediately after the uncoupling of the main car coupler.

llhile I have described but a single air coupler, and signal section, it is understood that there is a similar section at each end of the car, so that when .two cars are brought together the couplers may cooperate ,in the following manner. hen it is desired to couple two railway cars, one of the cars is moved toward the other and as they come together the jaws of the air coupler heads engage just before the main coupler is closed." As the air coupler comes together, the body 59 and tooth 63 of one jawengage the tooth 63 and body 59 of the opposite jaw, so that the bodies move the teethinwardly, revolving the jaws on the pivoted pins 75'T6 and 75-76', until both jaws have been moved through a quarter of a revolution, when the flat faces 62 of both jaws will extend trans- 41, which has been relieved from the bar 84:,

versely of the coupling pipe, or at right angles to the line of travel of the cars. Should there be a slight difference in the height of the abutting cars, the V-member on the outer curved faces of one of the jaw bodies engages the V-slot in the opposite tooth and moves the coupling pipes and barrels vertically on the adjustable hangers, 1n

order to bring the jaws together in the have been set. the ports 68, will register so that communication is formed between the chambers of one jaw and the chambers of the abutting jaw, to eix'tend the main line and signal conduitsfroin one car to the other. By providing elongated ports and covering the flat faces of the jaws with rubher, or the like, such communication may be made even though the ports are not in exact registration.

lVith the coupling made as described, the

air line extends from the locomotive to the, last car in the train and the air brakes on all of the car. may be operated in the usual. manner. il hen the train is traveling on a curve, a slight play is allowed-between the jaws, as one of the shoes will hold against its boss while the other is allowed to'turn on the convex surface of its jaw; the two jaws being held against lateral displacement by.

the ears 100100 .on the outer edges of the heads. The projection of the air line con pling together, the bars 84: are forced back in the coupling pipes, moving the valve actuating devices backwardly, causing the valves to uncover the ports 26-27 to admit air from the main line and signal line to form the continuous conduit. When the cars are uncoupled, the air coupling holds, pulling the coupling pipes outwardly in the barrels, against the tension of the springs -17, until the bosses 86 on the bars 84: engage the pins 87. pulling the shoes out of contact with the jaws and away from the stop bosses, thereby exposing the ports (39, so that air may be released to energize the signals which may be connected with the signal lines and located in the locomotive and rear. or other cars of the train, such signals not being illustrated herein as the details ofthe signal construction form no part of the present invention. hen the uncoupling is accomplished, the couplingpipe is moved back into the barrel by the spring t7, the spring head is such that when the cars come moves the valves 2829 over the main line and signal ports to prevent the escape of air, a suflicient amount of air having, however, escaped from the signal line to energize the signal.

Yi'ith a system of this character, the main llne conduit may be provided with the valve 88, so that when one or more cars are kicked in on a side track, a switchman riding the step may operate the car coupler and set the air brakes without changing his position.

It is the intention of this invention that it displace only the present air hose connection between railway cars and cars and locomotives. and that no other part of the air brake device now in use be atfected in any manner. Adding only the pipe necessary to pipe such cars as may not be piped for'the signal connection. I

Having thusdescrihed my invention, what I claim as new therein and desire to secure by Letters-Patent isz I 1. In an air coupling. a channeled conpling head, a jaw pivotally mounted .in said head and having a channel in communication with said head channel. the jaw channel being provided'with separate coupling and relief ports. for the purpose set forth.

2. In an air coupling. a channeled coupling head. a jaw pivotally mounted in said head and having a channel in comnninication with said head channel. the jaw channel being provided with separate coupling and relief ports. and means for, closing said relief port when the coupling port is in coupling position.

3. In an air coupling. a channeled coupling head. a jaw pivotally mounted in said head and having a channel in communication with said head channch the jaw channel being provided with separate coupling and relief ports. and yielding means for closing said relief port when the coupling port is in coupling position.

l. In an air coupling. the combination with. an air line. of coupling heads adapted for automaticallv opening the line, when brought into cooperative engagement and closing same when released, each head-having channels in 'commumcation with one section of the air lincLcouplin; members having channels 111 communication with the head channels. said members having coupling ports and relief ports. and means for automatically closing the relief ports'wheu the coupling heads are brought into co iperative relation and opening said portsu'ior to the complete closing of the air line, for the purpose set forth.

In an air coupling. the cmnhiua'tion with a main air line. and a signal line, of cou jiling headsadapted for automatically opening both of said lines when brought into co zperative' engagement, each of said heads having a channel comn'iumcating with the main line, and a separate'channel coni- Inunicating with the signal line,.a jaw piv' otally mounted in each of said heads and havingseparate channels communicating 5 with the main line channel and the signal line channel, both of ,said channels having coupling ports and the signal line channel having a relief port, and means for automatically closing the relief port When the jaws are brought into cooperative relation and for opening said port prior to the complete clo'sing of said lines when the parts are uncoupled, for the purpose set forth. 6. An air line coupling comprising channeled heads, channeled jaws pivotally mounted in the heads and having communication-therewith, said jaws having conduit and relief ports, and means for con necting the channeled heads with a main air line. i I i 7. An air line coupling comprising a barrel having separate'ports therein, main line and signal line conduits connected with said ports, -a coupling pipe slidably mounted within the barrel and having separate channels provided with portsadapted for communication with the barrel ports, a coupling head on the coupling pipe, having channels communicating with the pipe channcls. a jaw pivotally mounted within the coupling head and having channelsin communication with the coupling head channels andprovided with ports adapted for communication with the jaws of a mating section when the jaws are in cotiperative relation, valves for controlling the ports in the coupling pipe, and a slide bar adapted for actuation by said jaw to unseat the. valves, said jaw having a relief port, and a sliding 40 bar having a shoe for controlling the relief port.

-8. An air line coupling comprising a'barrel having a port therein, an air conduit connected with said port, a coupling pipe .45 having a port therein adapted for communication with the barrelport, a valve for controlling said .pipe port, a coupling head on the coupling pipe having a channel coinmunicating with thepipe channel, ahollow pin extending through said head and having a port communicating with the head channel, a channeled jaw pivotally mounted on said pin and communicating with the channel therein, said jaw having a draft.

face provided with a port and having a curved tooth provided with a port in its convex face, a bar slidably mounted inthe coupling pipe and havinga shoe at its free end adapted for engaging the jaw tooth and for closing the tooth port, a valve actuating device having a member adapted for engagement by said bar, a spring normally tensioning the valve actuating device toward closed position, a pin projecting into the channel of the coupling pipe, a boss on said bar nected with said sliding member and having separate channels therein, both ofsaid channels having coupling ports, and the e signal line channel having" a relief port, 0 means for conducting air from the. sliding member channels to the jaw channels, and means, movably mounted on the sliding members and adapted for actuation'by said jaw for controlling the ,valve connection between the sliding member and. the air ,conduits and for controlling the relief port in said 'jaw. I v

10. An air line coupling comprising coupling heads each having separate channels, channeled jaws pivotally mounted on said coupling heads, and adapted for ooiiperation to form a coupling, said jaws having channel ports adapted for registration when in coupling relation, main-line, and signal 95.

line air conduits connected with separate channels in the coupling heads, valves for controlling'the admission of air to the coupling head channels, and means for automatically controlling said valves.

11. An air line coupling comprising a coupling. pipe having a head's'ection rovided with separate channels, a jaw plvotally mounted on the headsection and having separate channels therein communicating with the separate head channels and provided with coupling port-s, one jof said channels having a relief port, a bar-slidably mounted on'the coupling pipe and havinga shoe for covering the relief port in said jaw, main line and signal line air conduits having communication I with the separate coupling pipe channels, valves for controlling said communication, means whereby said valves are moved tovopen communica- '116 tion between the conduits and pipe channels when engaged by said sliding bar, and a spring for returning said means to close said valves.

12. An air line coupling comprising c barrel having a plurality of ports .therein,

a coupling pipe slidably mounted within the barrel and having separate channels provided with ports adapted for communication with the barrel ports, valves for con- 1'25 trolling said communication, a jaw pivotally mounted on the coupling pipe and hav--, ing separate channels communicating wif'S. the separate p'ipe'channels'both of the chan ,nels in each jaw having coupling ports and one of said. channels having a relief port, a bar slidably mounted in said couplingpipe and having a shoe for closing the relief port ifrsaid jaw,'means for yieldingly tensioning s'aid bar to position for engagement by the jaw, and for moving said valves to position for closing communication between the barrel and coupling pipe.

13. An-air line coupling comprising main and. signal line conduits, a coupling pipe having separate channels therein adapted for communication with said conduits, valvesfor controlling said communication, a jaw pivotally mounted on said coupling ,pipe and having channels therein communicating with the pipe channel, both of said channels having coupling 'ports and one of said chambers having a relief port, said jaw having a bosson its outer ace adjacent to one edge of the relief port, a sliding bar carried by the coupling pipe, a shoe on said bar adapted for actuation by the jaw boss and for closing said relief port, a valve controlling device having connnuuicaticn with both of said valves and having a memberadapted for abutment against the end of said bar, and a spring for normally tensioningsaid valve actuating device to position for closing said valves. 1

14. An air line coupling comprising main and signal line conduits, a coupling pipe having separate channels therein adapted for communication withsaid conduits, valves forcontrolling said communication, a jaw pivotally mounted on' said coupling pipe and having channels therein communicating withthe pipechannels, both of said channels having coupling ports and one, of said channels having a relief port, said jaw hav ing a boss on its outer face adjacent to one edge of. the relief port, a sliding bar carried by the coupling pipe, a shoe on said bar adapted for actuation by the jaw boss and for closing said relief port, avalvc -controlling device having connection with both of said valves and having a member adapted for abutment against the end of said bar, a spring for normally tensioning said valve actuating device to position for closing said valves, a boss, on said sliding bar, and a pin on'said barrel for engagement by said to llmit the travel of said bar.

15. An air line coupling comprising bar-- rel, a coupling pipe slidably mounted with-.

in the barrel, a spring for yieldingly retaining said pipe in a determined position, said ipe having separate channels therein provided with ports within the barrel, ports in said barrel adapted for communication with the coupling pipe ports, valves located with j p I valves and. having a clash at its'opposite end in the coupling pipe and adapted for controlling communication through the pipe ports, jaws pivotally mounted on the coupling pipe and provided with sep .irate chan- 'nels having coupling ports, a compressible facing on said jaw around. said coupling ports, one of the jaw chambers having a relief port, a bar slidably mounted in the coupling pipe and having a shoe for controlling the relief port in. said jaw, and means operable by said bar for'actuating said valves.

16. An air line coupling comprising a head member having separate channels therein,

a. coupling jaw having separate channels therein, both provided with coupling ports, pins carried by said coupling heads and piv' otally mounting said jaw, said pinsbcing hollow and having ports whereby communication is established between the coupling head channels and the jaw channels, and main line and signal line conduits having separate connection with the coupling head channels.

17. An air line coupling comprising a coupling head having separate channels, each provided with a port couplin a jaw carried by said head, said jaw having separate chanhels therein communicating with the head channels, one of said channels having a relief port and both provided with coupling ports, means for controlling the relief po'rt, main line and signal line conduits adapted for communication with said head channels, valves for controlling said communication, and means for actuating said valves, wherebythe' main line conduit closed, prior to the closing of the signal line conduit.

18. An air line coupling comprising a barrel having elongated channels, each provided with a port, main line and nal line conduits connected with said p a coupling pipe slidably mounted within aid barrel, said pipe having separate channels, one of said channels having a port communicating with the main line ch: ,,-l in said barrel and the other with a n conni'u'micating with the signal line cha? jaw pivotally connected. with said coupling pipe and having separate channels cmnmunicating with the separate pipe channels, each. of said channels having a coupling port, and. the signal line channel having a relief port, a boss on the outer surface of said jaw adjacent to the relief port, a bar having free slidable movement within the coupling pipe, said bar having a shoe on its outer end adapted for covering the relief port in said jaw and having a boss at its inner end, a pin on said barrel projecting into the path of said boss, slide valves of unequal length located within the pipe channels and adapted for covering said ports, the'shorter valve being located within the signal line channel, a valve actuating device comprising a shank having connection at one end with the said adapted for abutment against the end. of said sliding bar, a spring foryieldingly tensioning said device to close said valves, a sleeve fixed to said pipe and provided with "a shoulder at its outef end; rings located In testimony whereof-Iaifixf my signature I within an annulus between said sleeve and g in presence of twowitnesses.

said-barrel and bearin a ainst said shoulder and. against the inller end of said pipe, JAMES WEIGHT 5 and a spring located within said annulus be- Witnesses:

tween the rings, substantially as and for the ARTHUR W. GAPs,

' purpose set forth. V I MYRTLE'M. JACKSON.