US1917372A - Train stop and cab signal system - Google Patents

Description

July 11, 1933.

A, E. HUDD TRAIN STOP AND CAB SIGNAL SYSTEM Original Filed Aug. 1, 1928 3 Sheets-Sheet 1 TO BEA/ 5 nn/c4702 MILL e 23 To EPA/(E PIPE July 11, 1933. A. E. HUDD TRAIN STOP AND CAB SIGNAL SYSTEM Original Filed Aug. 1, 1928 3 Sheets-Sheet 2 L J1 1L H H H H 5i l'lllllllllllillllllllllllll NEUNII.

1 lllllllllllllllll-lllll'11lll Inuit-1h H1 red E Hudd {i July 11, 1933. A. E. HUDD 1,917,372

TRAIN STOP AND CAB SIGNAL SYSTEM Original Filed Aug. 1, 1928 3 Sheets$heet 3 Inuen cu- FUJI-ed E. Hudd Patented July 11, 1933 UNITED stares PATIENT, OFFICE ALFRED nnnns'r HUIDD, 01" sunnlron, ENGLAND, Assrsnon, BY MESNE ASSIGNMENTS,

TO ASSOCIATED ELECTRIC LABORATORIES, ING, OF CHICAGO, ILLINOIS A CORPO- sermon on DELAWARE TRAIN STD]? AND GAB SIGNAL: SYSTEM Griginal application filed August 1, 1928,.Seria1 No. 296,652. Divided and this application filed November 16, 1931.

The present invention relates in general to train stop systems, but is particularly concerned with the provision of a train stop system of the intermittent inductive type and wherein cab signals are provided for indicating the t'rallic conditions ahead, and is a division or" the co-pending Huddapplication, Seriai'ilo. 296,652, filed August 1, 1928.

Some ott'the main features of the present invention are to provide a system of circuits and mechanism on a locomotive for giving three distinct signalling indications in the cab, for indicating as many different trallic conditions ahead and for giving these indications independently of, or in conjunction with, a train stop system; to provide a system of the foregoing character which requires but one receiver relay or impulse receiving unit on the locomotive and only two trackway elements for each block ofthe trackway'; to provide a 'trackway .elec-tromagnet capable of producing, alternatlvely, either of two magnetic fields at right angles to each other ;'and

v in fact, to provide an extremely simple train The valve structure diagrammatically dis-' closed in the upper part ofFig. 1 is a some what simplified modification of that shown in the co=pending lielly'application, Serial No. 292,996, filed July 16, 1928. This valve, like the one in the former application, is designed for insertion inthe brake line in substitution for the double heading cock, a double heading cock being part of the present'valv'e strum ture. The purpose of thisvalve is to initiate an automatic service application of the Serial in. 575,250.

brakes to prevent the release of an auto: natlc-brake application until a predetermined time'interval has elapsed, and to permit an emergency application otthe brakes at any tlme.

This valve has a .mainbody' 6, having'an opening 7 for connection w1th the usually provided brake'applicator and an opening 8' for connection with the brake pipe line. Inside the valve body, a number of ports 10-14, inclusive,,are provided-all of which extend from a milled surface, forming a slide valve seat, 15. The port 10 connects with the opening 8 and has a branch 10 connecting with a secondportion of the valve body which will-subsequently be described. The portll extends downward a short distance from the seat 15 and then connects with atmosphere. "The port 12 extends directly downward and connects with atmosphere.

he port 13'extends downward parallel to the port 12, but is connected with a timing res ervoir 50, The port 14- extends downward a short distance and then extends horizon-- tally into connection with-a port 19; The right portion of the valve body has a slide valve seat 36 provided with a large exhaustport 37 and in which seat the other end of the previously mentioned port 10 terminates.

The left portion of the valve structure. is

in the form of a cylinder, in'which is mounted an automatic brake applying piston 19', hav ing connected. to the right thereof, a slide valve' member20, which lies against the valve seat 15 of the valve body. Connected with the leftpart of the piston 19 is a cup-like member containing a compression spring 21. The cup-like member on the piston 19 telescopes into a second cup-like member 70 forming an air chamber 71 within these cup-like membersand a secondary air chamber 72 surrounding these cup-like members Two orifices, 22 and 23, connect these. chambers,

while an orifice 24 connects the'chamber 71 with the opening 7; Immediatelybelow and forming a part of chamber 72 is an extended portion of the valve body having a port 49 connecting with an exhaust whistle 5. The port a9 is adapted to be normally maintained closed by an associated electropneumatic.

valve EPV when energized. A cut-out element 28 is, however, provided which may be turned up to mechanically close the port 19. This cut-out in practice is ordinarily provided with a seal, which nrust be broken before the same can be turned up to cut out the control by the electropneumatic valve EBV. :Referringncw to the right portion of the valve member, a dividing member 9 serves as a bearing for a shaft 31, carrying the valve member 20 and as a stop for an emergency piston return spring 33. Immediately to the right of the spring 33 is an emergency brake applicator piston 32'. the slide valve member 34 over a slide valve seat 36, and at right angles jito port 101 is a double heading cock having ahandle 43.

7 With the electropneumatic valve energized, which is its normal condition, the air supply for holding the brakes released passes.

through the usual brake applicator valve (not shown) into opening 7 of the brake valve structure, through the passage 7' of the slide valve member,through port and the openmg of .thedouble heading cock and thenceinto the opening 8 and into the brake pipe line; Owing to the orifices 22 and 23, brake pipe pressure is also built up in chambers7l and 72. Also because of the orifices in element 9 and piston 32, brake pipe pressure is built up on both sides of the piston 32. The springs 21 and 33 are therefore normally effective to hold the pistons, 19 and 32 to the right in the position in which they are shown. If the electropneumatic valve EPV is de'energized, air exhausts through the outlet port 49 and through the. whistle 5 at a greater rate than brake pipe air is permitted to enter chamber 72 through the restricted orifices 24, 23, and 22. Consequently, after the pressure inchamber '52 falls to a point where the pressure upon the right-hand side of the service application piston 19issufiicient to overcome thespring 21 in chamber 72 (approximately six seconds, as designed) the service brake application piston 19will begin to move and will first close orifice 23. I When the orifice 23.closes, the air supply to chamber 7 2 is greatlyreduced and the piston 19 with the slide valve member will quickly move to the extreme left. a e

' The piston carries with it the slide valve 20,

which, in its operated position, closes the air path formerly existing between openings 7 and 8 and connects the latter opening to at inosphere by way of the port 10, passage 90, and exhaust port 11, to produce an automatic brake application. The slide valve member also disconnects the timing reservoir from c dnnection with atmosphere by way of ports 13 and 12 and instead connectsthis reservoir with port 14 for a purpose which will subsequ ently be made clear.

i To restore the piston 19 and slide valve This piston operates member 20 to their initial position, the elec tropneumatic valve EPV must be again energized to close the port 49. This permits the pressure on the left of the'piston 19 to again build up to approximately that'on' the right of this piston. The capacity of chambers 71 and 72 is very limited and in order to prevent practically immediate automatic release of the brakes following the energiz ation of the valve EPV the timing reservoir was brought into communication with the chambers 72 and 71." Because of the restricted orifice 22 and the capacity of reservoir 50 an appreciable time elapses after reenergization of the electropneumatic valve before the piston 19 and its valve member are returned. The receiver relay shown in the lower half of Fi 1 is of the same general character as that shown in the co-pending Hudd applica tion, Serial No. 281,656, filed May 31, 1,928.

The present'relay, however, has somewhat differentmagnetic circuits and has three arma tures instead of two. Therelay is built into a non-magnetic casing 51, which is suspended from a vehicle in inductive relation with the track magnets shown in Figs. 2 to 5A,inelusive, and which will be described later. The relay consists of three inductor planes 52, 53, and 54, having pole pieces 7783, for attracting three armatures 55, 56, and 57. The

free endsof armatures are of north polarity, being polarized so by a small permanent magnet 58; the free ends of-armature 56 are of south polarity, being so polarized by the action of the permanent magnet 58 and asecond permanent magnet 59, while the free ends of armature 57 are of north polarity due to the mid-portionof the armature being associated with the north pole of the permanent magnet 59. r The inductor planes 52, 53, and 54 are made of soft iron and therefore are normally inert, but since thearmatures are polarized by the permanent magnets 58 and 59 these armatures willremain magnetically biased to either associated inductor plane pole piece to which they have been moved. Associated with the pole piece 80 is a winding 60 which is adapted to be energized when a key 61, in the cap of the vehicle, is actuated and when energized is effective to overcome the opposing bias produced by magnets 58 and 59 andmoves the armature 56 into engagemen with the pole piece 80.

Referring now to Figs. 2, 3, and 4:, the trackw'ay magnets and their influence on the receiver relay of Fig. '1 will next be described. A permanent magnet trackway unit simply consists of a number of permanent bar magnets arranged to function as one large permanent magnet, with the polarity as indicated on the drawing. This magnet is very powerful compared to thosev in the receiver and consequently, if thereceiver R of Fig. 1 1s passed over the permanent magnet unit the biasing efiect produced repelling action will by magnets 58 and 59 will be overcome and armatures 55, 56, and 57 will be rotated in a clockwise direction into the position in which t iey are shown 1n Flg. 2, for the reason that when the receiver unit passes within induc;

ture is of south polarity. The pole piece 80 assists the pole piece 79 by the repelling action it has onthe armature 56. g

The electromagnet trackway elements shown in Figs. 3 and 4 are alike and consist of rectangular units having the same general outline as the permanent magnet 95. These units have four windings 96-99, inclusive. When the windings 98 and 99 are energized, a magnetic field of the same strength as that of the permanent magnet is set up in the opposite direction to that set up by the permanent magnet 95, as indicated in Fig. 3. It will be obvious, therefore, that when the receiver passes over this trackway element, with the windings 98 and 99 energized, arm-atures-53, 56, and 57 will be rotated in a counter-clockwise direction into the position in which they are shown in Fig. 1 and as diagrammatically shown in Fig. 3.

If, alternatively, energized when the receiver R passes over the electromagnet trackway element, as illustrated in Fig. 4, a magnetic field similar to, but at right angles to that set up by windings 98 and 99 is set up and consequently, the pole piece of the inductor plane 54 becomes of south polarity, while the pole pieces of the inductor planes north polarity. Since the polarityinduced in the inductor planes 52 and 53 is the same, the efiect produced by them is substantially neutral and therefore the associated armatures 55 and 56 remain in the position to which they were moved by passing over a permanent magnet trackway element. 'The armature 57, however, is rotated in a counter-clockwise direction due to the attractive influence set up in the pole piece 83 of the inductor plane 54; It should be noted that as the receiver relay R passes out of the inductive field of the electromagnet trackway elements, the inductor planes 52 and 53 will pass through the field of the S poles of the trackway V magnetism of south polarity in the pole 95, the pole piece of the :trated it is windings 96 and 97 are 52 and 53 become of magnets which may induce weak.

the 'armatures 126 and127 in pieces of these inductor planes, but without effect since when they are of like polarity they will not tend to operate their armatures.

Referring now to'Figs. 5 and 5A, the track circuits-and arrangements of they trackway magnets will be described. In Fig.5 a portion of block A, a: block B, and a portion of a block O are shown; while in Fig. 5A acontinuation of the block 0, a block D, and a portion of a block E are shown. blocks are divided. by track Th 1) is indicated. At the exit it will be noted, a permanent magnet track way element is placed alongside the track. In advance of each of net trackway elementsis placed an electromagnetic trackway. element.

insulation 100.

of each block,

SIX seconds will be consumed by a train traveling at'any speed above a very low speed 1n:travers1ng the dlstance between These these permanent mag e presence of vehicles in blocks A and block 7 Each of these magnets is s'o'spa'ced that slightly more than V them. At the entrance of each block, a three position the trackway rails for controlling the current supply to the trackway element, located at the exit end of the adjacent block and to 7 also supply current to a similar polarized trackway relay at the entrance end of the adjacent block. In. the trackcircuits illusassumed thatthe block E and the next block in advance, thereof are both unoccupied. -Under these circumstances, as will readily appear hereinafter, the current supplied to the rails of block E and the polarized track relay105 will be in such a direction as to cause the armatures 106 and 107 of this relay to be rotated into engagement with their left contacts. iVith the. armatures 106 and 107 in this position an operating circuit for the polarized relay104, at

the entrance end of the block D, may be i traced from the negative terminal of battery 121,1throughthe left contact and armature 106 of the relay 105, the armature 107 98 and 99 of the. electromagnetic trackway elements, the rail 108, the winding ofthe polarized relay 104, to rail 109, conductor 110, and to the positive terminal of the loattery 121. The current fiowto'the relay 104 is in the appropriate'direction to cause it to move itsarmatures126 and into engage ment with their left contacts, seam current suppliedover the block C to thepolarized rev,lay 103 will be in the appropriate direction polarized relay isconnec'ted across anditsleft contact, through the'windings i circuit forthe polarized relay 103 is com- 'pleted which extends from ductor 112, the resistance 111, the lower rail of block 0, through the. winding of relay 103, the upper rail of block C, and the conposite direction to that supplied to ductor 150 to the negative terminal'of the battery 140. The current flow to the polariz'ed relay 103, it will be noted, is in the opthe relay 104 and therefore the polarized relay 103 rotates its armatures 136 and 137 into engagement with their right contacts; With the :armatures 136 and 137 in this position, current for operating the polarized relay 102 at the" entrance of block D is supplied from the negative terminal of battery 131, through the right'contact and armature 136 of the polarized relay 103, armature 137 and its right contact, through the windings 97 and 96 of the. associated traclrway electromagnet, the lower rail of block B, the winding of the polarized relay 102, the upper rail of block B, and the conductor 160 to the-positive-terminal of battery1131. The current flow to the polarized relay 102 is therefore in the same direction as that supplied to relays 104 and 105 and consequently the armatures146 and 147 of the relay 102 will bev rotated into engagement with their left contacts, thereby completing circuits for feeding battery currentito the track relay of'the block A in thesa'me direction as it is being fed to the track relay 102. c

, \Ve will now consider thecircuits and apparatus under control of the armatures 55, 56, and 57 of the receiver. These armatures as shown in Fig. 1 are in the positions they assume while the vehicle is passing through a block which was entered under clear trafic conditions. Under these circumstances, a circuit for; the green lamp 62 extends from the negative terminal-or" the battery 34, over conductor '71, the armature 57 and its cont-act member 57', contact 75, through the conductor 83, the armature 55 and its contact member. 55, the contact 73', conductor 65, the lamp 62, conductor 69, conductor 67, contact 74, contact member 56 and the associated armature 56, conductor 86 the contact and acknowledging key 61 to the positive terminal of the battery 64. The green lamp 62 is therefore owing and serves to indicate to the engineman that the train is traveling under clear trafiic condi-" tions. A branchrof the traced circuit extends over the conductor to and through the winding of anelectropneumatic valve EPV which is built into and forms a part of the brake valve structure. This valve when energize-(has previously explained, prevents the escape of air from the chambers 7 and are shown in Fig. 2.

and through 7 As the receiver R- passes oizerand within the influence o1 thepermanent'magnet "trackway element 95 its armatures 55, 56, and57. are rotated into the position in which they Armature 55, at its contact member 55, breaks a point in the traced circuit through contact 73' for the green lamp 62, thereby" extinguishing the green, lamp and at its contact 72 prepares a point in a circuit for the yellow lamp 63; at its armature 56 the traced circuit through contact'member56 and contact 73- through which ground was formerly supplied to the green lamp and to the electronneumatic valve EPV is broken and consequently, the electropneumatic valve EPV drops stem, thereby permitting air to exhaust from the chamher 7 2 through the port-74 9 and the whistle 5, which audiblywarns the engineman to be on the alert for a possible change of signal .indication; at armature 57' and'its associated contact member 57 and contact- 7 5, a third point in the traced circuit for the green lamp 62 is interrupted,and at the associated contact 7 6 a point in a circuit for the red lamp 64 is prepared. r. 7 Since the associated elcctromagnet trackway element of-block A has its windings 98 and 99 energized the polarit of this electromagnct is opposite to that or the permanent magnet 95 and consequently, as the receiver passes over this electromagnet trackway element the armatures 55, 56, and are rotated back into the position in which they are shown in Figs. 1 and 3. The for'merlytraced circuits for lighting'the green lamp- 62 and for energizing the elcctropneumatic valve EPV-are therefore immediately reestablished and the a tuation of the whistle 5 ceases. These signal changesscrveto indicate to the engineman that 1 they have entered a block under favorable traiiic conditions, and therefore no action on the part of the engineman is required. When the vehicle 101 reaches the exit'portion ofblocl: B, the receiver R passes over the permanent magnet trackway element 95, which causesthe armatures of the relay R :to be operated to bring about. the same circuit changes as when the receiver passed over the traclzway magnet 95. Since, how'- ever, the bloclrD is occupied the trackway circuits the entrance to block C are such that the caution windings96 and 9'? of the electromagnet trackway element, positioned a short distance in advanceof the permanent magnet tracltway element 95, are energized.

. Consequently, the magnetic iield set up by this "trachway electromagnet is at right angles to that set up by the l'jermanci 1t magnet trackway element 95. When the receiverR Fig. 4:. Since thecircuit ahead. Ordinarily, the engineman will heed the warning given by the whistle 5 and will passes over this trackway electromagnet only the armature 57- is restored, as illustrated in for the green lamp 62 remains interrupted at contact 73 and contact member 55 and also at contact member 56' and contact 74, the green lamp remains extinguished. .Also, since the circuit for the electropneumatic valve EPV must also pass through. contact member 56 and contact 74c, the electropneumatic valve 're-' mains deenergized and the whistle 5 .0011- tinues to sound and serves to audlbly warn' the engineman of adverse trailic conditions proceed to forestall an automatic brake application by operating the acknowledging key 61 momentarily. 'VVhen this key is operated, a circuitis completed for the armature restoring winding 60, via conductors-85 and 71, and the armature56 is thereby restored to its initial position in which it is Shown in Fig. 1. cuit for the electropneumatic valve EPV is thereforereestablished through contact 74,

and contact. member 56 as soon as the acknowledging key 61 isreturned. to its normal position. This results in the port 49 beingagain closedand in the whistle ceasing. operation. The. armature 57 in operating, at its contact member 57 and contact 75 closed a point in the circuit of the yellow lamp 63 which is completed following the acknowledging action from the negative terminal of the battery 84, through conductor 71', armature 57 and its contact member 57, the contact 75, conductor 88, armature 55, its contact member 55, contact 72, conductor66, the yellow lamp 63, conductor 69, conductor 67, contact 74,'contact member 56, conductor 86 and through the normal contacts of the acknowledgmg key 61 to the positive terminal of the battery 84. The yellow lamp 63 is therefore lighted as the vehicle 101 progresses through block C and until the next signal change occurs as the vehicle passes over the permanent trackway magnet When the receiver R passes over the track Way magnets 95 the armatures 56 and 57 are again rotated into the position in which they are shown in Fig. 2and consequently, the effectof having passed over the electromagnet trackway element at the exit of-block C is entirely wiped out. Since the block D occupied by a-vehicle 181, causing the armatures 126 and 127 of the polarized relay 104 to assume their neutral or mid position. the circuits through all windin s of the electromagnet trackway element immediately in advance of the permanent magnet trackway element 95 are open. The circuit conditions which are set up by the receiver R in passing over the trackway magnet 95 therefore remains and since the whistle 5 continues to whistle 5 silenced.

The formerly traced cir- 'trackway magnet 95 sound, the enginemen are audibly informed that acknowledgment is again necessary.

Responsive to the acknowledging action, as in. the'case when acknowledgment was made at the exit of block C, armature 56 while the armatures 55 and 57 remain into attracted relations with respect to the pole pieces 78 and 82, respectively. The formerly traced circuit for the elect-ropneumatic valve EPV. is therefore again established and .the-

i A circuit is also complet- This circuit extends from the negativepole of the battery 84, through conductor 71, the contactmember 57, contact 76,-conductor 68, redlamp 6 1, the conductor 67,. contact 7.4, contact member 5 and over the conductor 86 and thefacknowledging key 61 to the positive terminal of the battery 84. The lighting of the red lamp servesto warn the enginemen that are enteringa blockwhichis already occu-, pied and that they must'proce'ed with extreme caution. i i

It will now be assumed ed for the red lamp 7 that the engineman fails to acknowledge within the sixseconds of time interval allowed after passing the Under these circum-' stances, atthe end of the six-second interval, sufficient air has been exhausted from the chamber72 out through the whistle 5 to per mit the air pressure on the right side of the piston 19 tobecome effective/to the valve member'20 to theleft. The movement of the valve member closes thenormally open passage extending betweenopenings 7 and 8 via port heading cock, th

moveit and,

7 port 10, and the double ereby preventing the brake pipe from being recharged while the slide valve member 20 is in its operated position.- The movement of the slide valve member also connects the port 10 to the service exhaust port ll'viaby-pass 90, thereby causing a brake pipe cause a service'brake application. 7 t g To release the brakes, after an automatic application, the 'en'ginemanfmust first operate the acknowledging key 61 which, in a manner already described, is effective to energize the electropneumatie valve EPVand to complete. the circuit pressure reduction sufi icient to for the yellow or red lamp, depending on'the condition ofthe re-- ceiver R. The energization' of the"electro-.

pneumatic valve EPV, as previously ex plained, stops the actuation of the whistle v5 and the exhaust of air from chamber 72. The air pressure in chambers 71Iand 7 2 therefore again rises at a-rate 22 and the capacity soon as the pressure approximates that on the piston 19, the spring 21 will return thepiston 19 and the valve member 20 to their normal positions, in which they are shown, thus of the reservoir 50. As rises toa point where it closing the passage 14. and again opening the determined by the'port 1 right side of the 7' 70 is rotated in, a counter-clockwise direction, i

. from the from the brake pipe via the port 10 If, after receiving an automatic brake application, theengineman desires to amplify.

the application he can do so by'moving the handle of the brake applicator valve to the emergency position. This causes an instantaneous exhaust of air to occur through the emergency port of the brake applicator valve and results in av very quick reduction in pressure being made in the air pressure on the left side of the emergency application piston 32. This permits the air on the right side of the piston 32 to rapidly expand and move the emergency application piston 32 to the left.

As soon as this piston has moved a slight d stance, its continued movement is assisted by air supplied to the right of the piston and the port 91. The movement of the piston 32 to the extreme left connects the port 10, via

by-pass 7 3 to the. large emergency exhaust port 37. This quick reductionin the brake line results in an emergency application of the brakes.

It has been proposed that installations of cab signalling be made without the provision of any train stop equipment. The present system is ideal for an installation j of this kind, In an installation of this kind, theelectropneumatic valve EPV and whistle 5 or their equivalent will be connected directly with, the main reservoir; the visual and audible signalcontrol equipmentwill function in the same manner as when used in conjunction with the brake applicator valve; and: the engineman will be required to acknowledge as inthe trainstop system.

From the foregoing it will be appreciated thatapplicant has succeeded in" developing train control and the cab signalling equipment which is very simple and will operate in an absolutely reliable manner. 7

What is claimed is:

1. In a train stop system, vehicleequipment including cab signal lamps for indicat- -ing clear, caution, and danger traffic initiated will vent valve through conditions, an automaticbrakecontrol device for initiating a brake application, an audible warning signal operable each time an automatic brake application is initiated, and a receiver relay and acknowledging key operable tomaintain full control over said signals and brake controldevice. q

2. In the vehicle carried equipment of a train stop system, a set of lamp si nalsfor indicating fclear, caution,

trafiicconditions, a [receiver relay having three two position armatures movable to record three different trafiic conditions,a set of acknowledging contacts, and clrcuitsfor said signals-including the armatures and contacts of said relay andof said acknowledging contacts exclusively. Y

3. An automatic train control system comprising automatic brake control valve super imposed upon an air brake system of the normally charged brake pipe type, which if the brake pipe to atmospheric pressure, means controlled in accordance with, traffic conditions in advance for initiating the actuation of said brake control valve under unfavorable traffic conditions ahead, acknowledging means including con tacts manually operable by. the engineeer to stop the venting of the brake pipe, a timing reservoir normally connected to atmosphere, and means for closing said reservoir to atmosphere consequent to the operation of the and danger acknowledging means to delay the stopping of the venting until a definite time period, following theoperation of the acknowledgmg means, has elapsed. 1

4. In an automatic train control system superimposed upon a braking system of the normally charged brake pipe type, a slide which the brake pipe is normally charged from the usually provided engineers brake valve, ports in said slide valve forcausing the venting of the brake pipe to atmosphere, when the slide valve actuates,'to

produce an automatic brake application, a timing reservoir normally connected to at-' mosphere; means in said valve, when in the brakeapplying position, for employing said reservoir to limit the time during which the venting continues," and a magnet valve operated upon an acknowledging act on the part of the engineer to close the connection between thereservoir and atmosphere to make the same eflective for'the purpose set In witness whereof, I hereunto subscr1be my name this 26th'day of October, A. D. 1931. ALFRED ERNEST I-IUDD.

forth.

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