US2141535A - Railway signaling system - Google Patents

Description

T. J. JUDGE RAILWAY S IGNALING SYSTEM Dec. 27, 1938.-

Filed Oct. 25, 1935 2 Sheets-Sheet 1 l-IIL I II Dec. 27,1938. T. J. JUDGE.

RAILWAY SIGNALING SYSTEM Filed Oct. 25, 1935 2 Sheets-Sheet 2 ATTORNEY IIIL Patented Dec. 27, 1938 UNITED STATES FATE 2,141,535 I RAILWAY SIGNALING SYSTEM Thomas J. Judge, Rochester, N. Y., assignor to I a General Railway Signal Company, Rochester,

Application October 23,1935, Serial No. 46,356

21 Claims.

This invention relates to railway signaling systems, and more. particularly to improvements in the traokway portion of a continuous inductive cab signaling system.

It is proposed in accordance with the present invention to provide an organization of trackway apparatus and circuits in a continuous inductive cab signaling system whereby the application of impulses and the selection of impulse rates or codes is accomplished at each block in accordance with traiiic conditions with a mini mum amount of apparatus and over a minimum number of control line circuits. More specifically, it is proposed to initiate at each block the operation of the coding means in accordance with the entrance of a train into such block, and to select the rate or code of the impulses applied to each block in accordance with traffic'conditions infa plurality of formed blocks, all over'a single control line circuit.

Other objects, purposes and characteristic features of the present invention will appear as the description thereof progresses, during which references will be made to the accompanying drawings, in which Fig. l and Fig. 2 illustrate in a simplified and diagrammatic manner a specific embodiment of the present invention. These two figures show adjacent portions of a railway system and are intended to be placed end to end with Fig. 2 at the right of Fig. 1.

The portion of the railway system shown in the accompanying drawings is divided by insulating joints J into track sections or blocks Ithrough 1.

The apparatus and the organization thereof is the same at eachof these blocks, and in order to simplify the present disclosure, the same reference letter or letters has been assigned to like pieces of apparatus at each block with an exponent corresponding to the reference number of the associated block.

The apparatus associated with the energization of the various track sections has'been illustrated at the upper part of the'pr'esent drawings and comprises a power line circuit orwires TPW connected to a suitable source of energy such as generator TG, which source is to be of asuitable frequency of alternating current for'energizing the various track sections, this frequency preferably being different from the frequency employed for commercial purposes in that locality. The secondary of a track transformer TT is connected across the right hand end of the track rails at each block and the primary is normally energized with alternating current from the line wires TPW as later described in detail. Track relays characteristics thereto.

T of a type adapted to respond to the frequency of alternating current supplied by the power line wires TPW are connected across the left hand end of each track section to thereby form the usual normally energized alternating current track circuit. It is to be understood that in the event the track rails are to be used as the return circuit for direct current vehicle propulsion energy, the usual impedance bonds may be connected around the. insulating joints J in accordance with the usual practice.

A coder isprovided at each block to at times interrupt the energization of the trackcircuit current, which coder is herein illustrated as the motor M capable of operating three sets of contacts at different rates, or as indicated by the legends on the drawings, an upper contact is operated by the motor M at 180 times per minute, a center contact at 120 times per minute and the lower contact at 80 times per minute. The motor M however is normally deenergized and the primary of. the transformers TT is normally energized constantly with alternating current.

The apparatus of the present system which responds to the forward traffic conditions for the purpose of selecting the character of the adjacent track circuit energization is illustrated at the lower part of the drawings, and includes a second power line circuit comprising line wires LPW extending along the trackway to supply the power for control line circuits, and these power wires may be connected to any commercial source of alternating current such as generator LG. However, in some instances, it may be found that it is unnecessary to energize the track circuits with a diiferent frequency than the control line circuits, and in such cases only one power line circuit would be necessary.

A single control line circuit comprising two linewires CW extends between each block and the forward adjacent block, and two line relays LP and LN at the left hand end of each of these line circuits are conditioned in accordance with the condition of the LN and LP relays associated with the forward line circuit as well as the condition of both the associated and forward track relays. A rectifier arrangement SR is provided in connection with the LP and LN relays of each line circuit to impart the desired polar responsive Morespecifically,the-upper half of each of these rectifier arrangements SR is arranged to form two separate branches through the winding of relay LN, and conversely current flowing from left to right in the upper line wire CW fiows through the windings of relay LN but is prevented from flowing through the windings of relay LP. The lower half of the rectifier arrangements SR is employed as snubbing values, or that is, current provided by self induction in the associated relay windings flows through these rectifier units to provide the desired hold-over characteristics when energized by half-waves of alternating current.

The control line circuit or line wires CW are each energized at their right hand end from the secondary of associated transformers LT, the primary being permanently connected'to the line power wires LPW. A full-wave power rectifier arrangement PRis connected across the secondary of each line power transformer LT to provide a source of direct current for each of the line circuits CW.

A relay V for controlling the operation of the coder motor M is provided at eachblock in series with the control line circuit or wires CW, this relay V being arranged with a center tap of its windings connected to one side of the circuit and the extreme ends connected through oppositely arranged rectifier units P and N, whereby current flowing in one direction in the control line circuit passes through one half of the windings only while current flowing in the other direction passes through the other half only, but obviously the same direction of flux is produced regardless of which half of the windings'is energized. The relays V however are so arranged that the normal energization of the line circuit, or that is, the current flowing through the V relay in series with either the LN or LP relays produces insufficient flux to attract the armature of the V relays, and sufiicient flux can only be provided by the exclusion of the resistance of the windings of relay LP or LN from the circuit, this being accomplished herein bythe dropping of the associated track relay.

In order to facilitate in the description of the operation of the present invention, two trains A and B have been diagrammatically illustrated as occupying blocks 7 and 2 respectively, thereby dropping the associated track relays T and T in the usual manner. The released position of track relay T" obviously deenergizes the line relays LN and LP at its open front contacts Ill and i I, and with line relays LN and LP deenergized, the rear adjacent line relays LN and LP are also deenergized at open front contacts l2 and i3 of relay T The rear track relay T however, is picked up, and with line relays LN and Ll? deenergized, current flows from right to left in the upper line wire CW to energize line relay LP over a circuit from the lower or positive output terminal of the power rectifier PR front contact i i of relay T back contact 15 of relay LP back contact I 6 of relay LN rectifier P through the right hand portion of the windings of relay V upper line wire CW front contact I! of relay T through the upper right hand unit of rectifier SR through the windings .of relay LP front contact ill of relay T lower line wireCW back contact l9 of relay LN back contact 2d of relay LP, and front contact 2! of relay T to the negative output terminal of rectifier PR The line relay LN, however, is not energized, and with relays T and LP picked up, current flows from left to right in the upper line wire CW to energize linerelay LN over a circuit from the lower or positive output terminal of rectifier PR front contact 23 of relay LP back contact 24 of relay LN lower line wire CW front contact 25 of relay T through the windings of LN through the upper left hand unit of rectifier SR front contact 26 of relay T upper line wire CW through the left hand portion of the windings of relay V rectifier N back contact 2? of relay LN front contact 28 of relay LP to the upper or negative terminal of rectifier PR In this manner, line relay LN is picked up so that the line circuit CW is energized with alternating current over a circuit from the left hand terminal of the secondary oftransformer L'I' front contact 3!! of relay LN lower line wire CW front contact 3! of relay T alternately through the windings of relay LN and LP and their associated portions of rectifier SR front contact 32 of relay T upper line wire CW alternately through the right and left hand portions of the winding of relay V and the associated rectifiers N and P front contact 33 of relay LN to the right hand terminal of the secondary of transformer LT The line relays LN and LP are thus both picked up by direct current impulses flowing alternatelythrough one and then the other as supplied by this alternating current energization of the line circuit, CW and are designed to remain picked up during the interval of time occurring between the separate impulses.

In tracing the energizing circuits including line wires CW CW CW and CW it will be noticed that each of the series relays V V V and V is included in series with the windings of the line relays at therear adjacent locations so that the current flowing through these V relays is insufficient to attract their armature as previously described. However at the occupied block 2, the track relay '1 is released which excludes the line relays LN and LP from the line circuit including line wires CW to provide a considerably lower resistance energizing circuit for relay V The line relay LN being picked up, the relay V is energized with alternating current over a circuit from the left hand terminal of the secondary-of transformer LT front contact 35 of relay LN lower line wire CW back contacts 36 and 37 of relay T upper line wire CW alternately through the left and right hand portion of relay V and the associated rectifiers N and P front contact 38 of relay LN to the right hand terminal of the secondary of transformer LT An abnormally high value of alternating current flows in the windings of relay V in this case which provides an impulsing energization of alternate halves of its winding which is sufiicient to attract its armature. The coding motor M is energized by the picked up condition of relay V from the lower power line wire TPW, front contact 4B of relay V through the coding motor M to the upper power line wire TPW.

The LN and LP relays being picked up, the primary of track transformer TT is now con.- nected to the'power line wires TPVV, through the front contact operated at code rateby the motor M over a circuit from the upper power line wire TPW, through the primary of transformer'TT front contact All of relay V front contact 42 of relay LN front contact 43 of relay LP through the 180 code contact to the lower power wire TPW. This circuit applies alternating current impulses of the 180 code rate to the right hand end of block 2 so that the carcarried I apparatus on train B is conditioned accordingly to give a clear or proceed indication.

In this manner it will be seen that a rear train, when separated by the last four blocks from a forward train, receives the 180 code rate of track circuit energization which displays a clear or proceed cab signal indication, and it may be seen from the drawings that if two trains are separated by more than four blocks, the rear train will likewise receive the same code rate to display a clear indication. More specifically, it may be seen that the energization of the LN relay at any location will cause the application of alternating current to the rear line circuit CW to pick up both the LN and LP relays at the rear adjacent location which will oficourse be continued in a cascade manner until a rear location is reached which is occupied by a train.

In order to describe the selection of different track circuit code rates in accordance with a shorter separation of trains, it will be considered that train A remains in block 1 to retain the previously described conditions of the various control line relays LN and LP, and that train B progresses through the various blocks toward train'A. I

When train'B enters block 3, the track relay T will of course be released which excludes the resistance of relay LN and LP from the line circuit including line wires CW and completes a lower resistance'circuit through back contacts 3! and 32 of track relay '1 thereby increasing the current through the approach controlling relay V to a degree effective to attract its armature in the same manner as described in connection with relay V The picking up of relay V closes a circuit for energizing the coding motor M at its front contact 45 which circuit is obvious when compared to the similar energizing circuit previously traced for motor M The picked up condition of line relay Ll l and the released condition of 'LP now connects the primary of track transformer TT to the power line wires TPW through the contact operated at 120 code rate by motor M over an obvious circuit including front contact 46 of relay V front contact 4'! of relay LN and back contact 48 of relay LP This circuit applies alternating current impulses of the 120 code rate to the right hand end of block 3 thereby to condition the car carried apparatus on train B in a manner to display an approach-medium or slightly more restricted indication than was displayed while occupying block 2.

When train B entersvblock 4, the release of the track relay T causes the attraction of the armature of relay V in a similar manner to thereby energize the coding motor M over an obvious circuit including front contactil of relay V The released condition of relay LN and the picked up condition of relay LP connects the primary of track transformer TT to the power' line wires TPW through the contact operated also at 120 code rate by motor M over an obvious'circuit including front contact 5! of relay V back contact 52 of relay LN and front contact 53 of relay LP. This circuit also applies alternating current impulses of the 120 code rate to the right hand end of block l whereby to retain the condition of the car carried apparatus on train B and thereby display the same approachmedium indication that was displayed while occupying block 3.

When train B enters block 5, the release of relay T picks up relay'V in the same manner to energize the coding motor M over an obvious circuit including front contact 55 of relay V The released condition of both relays LN and LP and the picked up condition of relay T now connects the secondary of track transformer TT to the power line wires TPW through the contact operated at the 80 code rate by motor M over an obvious circuit including front contact 56 of relay V back contact 51 of relay LN back contact 58 of relay LP and front contact 59 of relay T; This circuit applies alternating current impulses of the 80 code rate to the right hand end of block 5 whereby to condition the car carried apparatus on train B in a manner to display an approac indication or a slightly more restricting indication than was displayed While occupying blocks 3 and 4. a

When train B enters block 6, the dropping of track relay T picks up relay V in a like manner to energize the coding motor M through its front contact 6!). The relays LN LP and T",

' however, are all released at this location, thereby connecting the primary of track transformer 'IT directly to the power line wires TPW without including a contact operated by the coding motor M over an obvious circuit including front contact 6! of relay V back contact 62 of relay LN back contact 63 of relay LP, and back contact 64 of relay T". This uninterrupted alternating current flowing in block 6 affects the apparatus on train B in a manner to display a restricting indication thereon in the usual manner.

It will now be clear from the above description of the circuits of the present system that the apparatus is arranged at each block so that the associated track circuit is normally energized with uninterrupted alternating current when unoccupied by a train, or in block 3 for example, the primary of track transformer TT is connected directly to the track power wires TPW through back contact 46 of relay V but when atrain enters the block, the particular V relay is picked up to start energization of the coding means which impulses the track circuit energization at a particular code rate selected by the established condition of the line relays LN and LP and the associatedtrack relay.

The line relays are arranged in the present system to distinctively respond to four different conditions of an associated line circuit, or that is, the two line relays in combination are distinctively conditioned in response to alternating current, to direct current of one polarity, to direct current of the other polarity, and to the deenergization of the associated line circuit. Each of the pairs of line relays are arranged to select the code rate at the particular block, and further to select the character of energization of the rear adjacent line circuit.

The energization selected for the rear line circuit, however, is different than the character of the forward line circuit unless the condition of the forward line circuit selects a code rate providing a clear or proceed indication. In other words, a condition of the line relays at one location which selects a coderate for providing any degree'of restriction is effective to select a condition of the rear adjacent line relays which selects a different code rate to therein provide a lesser degree of restriction. In this manner, an

occupied condition of any one block is reflected tion are displayed on a train as it approaches the occupied block.

In the present line circuit arrangement, five distinctive conditions may be selectively applied to each of five blocks in the rear of an occupied block, but as the usual type of cab signaling system utilizes only four distinctive conditions, one of the conditions has been extended through two of the rear adjacent track sections. In other words, the present system selects a constant or uninterrupted alternating current for the first block in the rear of a train, 89 code rate for the second block, code rate for the third block as well as for the fourth block, and code rate for the fifth and all other unoccupied rear blocks.

The provision of four restrictive indications of varying degrees throughout four blocks in the rear of a train provides a very advantageous system where trains are to be'operated at high speeds, as such trains can be operated. with a cry accurate knowledge of the forwardlength oi unoccupied track and consequently the railway system can be used to more nearly its maximinncapacity. A further very important advantage of the present system resides in the use of a single pair of control line wires throughout the entire system which in addition to the conditioning of the control line relays in accordance with four different conditions is further employed to condition the approach controlling V relays according to a high or low degree of energization of this same line circuit as selected by the rear track relay. 7

The above rather specific description of one form of the present invention has been given solely by way of illustration, and is not intended, in any manner whatsoever, in a limiting sense. It will be obvious that the general principles herein disclosed may be embodied in many other organizations widely difierent from those illustrated, without departing from the spirit of the invention defined in the following claims.

hat I claim is:

1. In a trackway portion of a railway cabsignaling system, a plurality of track sections,

means for normally energizing each track section with alternating current, a control line circuit connecting each track section with the rear adjacent track section, a series relay in each control line circuit, means controlled by the series relays for interrupting the alternating current energization of each track section at any one of a plurality of different code rates, code rate selecting means at each track section distinctively conditioned by any one'of four different conditions of the forward control line circuit, means including the code rate selecting means at each track. section for conditioning the associated control line circuit, and means for controlling the degree of energization of each control line circuit in accordance with the occupied or unoccupied condition of the associated track section whereby to control the operation of the series relays.

2. In a trackway portion of a railway cabsignaling system, a plurality of track sections, means normally energizing each track section, with alternating current, track relay means at each track section responsive to the alternating current energization, a control line circuit extending between each section and an adjacent section, a series relay in each control line circuit, codingmeans controlled by each series relay for impulsing the energization of the associated track section at any one of a plurality of different code rates, a source of alternating current, rectifier means for providing continuous direct current from the source of alternating current, means for energizing each of the control line circuits with alternating current, with direct current of one polarity, or with direct current of the other polarity in accordance with raffic conditions, means responsive to the character of energization of each of the control line circuits for selecting the code rate of impulsing of the associated track section, and means controlled by the associated track relay for selecting a high or a low degree of current in the control line circuits whereby to operate the associated series relay.

3. In a railway cab-signaling system, a plurality of track circuits including track relays normally energized with alternating current, coding means for impulsing each track circuit with any one of a plurality .of diiierent code rates, control relays for selecting the code rate of each of the coding means, rectifier means connected to the control relays so as to impart polar responsive characteristics to the control relays and means includinga line circuit for placing positive or negative, or both, energy on the rectifier for energizing either or both of the control relays in accordance with the energiz'ation of the control relays associated with the forward track circuits.

4. In a railway cab-signaling system, a plurality of track circuits including track relays nor mally energized with alternating, current, cod ing means for impulsing each track circuit with any one of a plurality of different code rates, control relays for selecting the code rate of each of the codingrneans, rectifier means connected to the control relays so as to impart polar responsive characteristics to the control relays, means including a line circuit and a pole changing means for energizing either .or both of the control relays in accordance with forward traffic conditions, and means for controlling operation of the coding means in accordance with traffic conditions in its circuit.

5. In a railway signaling system, a plurality of track sections, means for continuously energiz ing each section with alternating current, means for interrupting the alternating current energization of each section at various code rates, two control line relays for selecting the code rate of each section, control line circuits for the control line relays, asymmetric resistance units in the control line. circuits for polarizing the .response of the control line relays, series relays in the control line circuits arranged to prevent interruption of the energization of sections during a normal degree of energization of the line circuits, and means for increasing the degree of energization of each line circuit when the associated section is occupied by a train.

' 6; In a railway signaling system, a line circuit, means for selectively energizing the line circuit at a first end with alternating current, with dircct current of one polarity, or with direct current of the other polarity in accordance with trafiic conditions, two control relays at the secend end of the line circuit, oppositely arranged rectifier units in the second end of the line circuit for energizing one control relay, the other control relay or for alternately energizing both control relays in accordance with the energization of the line circuit, a series relay at the first end of the line circuit, and means at the second end of the line circuit for selecting the intensity of current in the line circuit in accordance with trafiic conditions wherebyto control operation of the series relay. Y

7. In a railway signaling system, a line circuit, means for selectively energizing the line circuit at a first end with alternating current, with direct current of one polarity, or with direct current of the other polarity in accordancewith trafiic conditions, two control relays at the second end of the line circuit, oppositely arranged rectifier units in the second end of the line circuit for energizing one control relay, the other control relay or for alternately energizing both control relays in accordance with the energization of the line circuit, a series relay at the first end of the line circuit having a center tapped winding, oppositely arranged rectifier units in series with the extreme ends of the windings for providing uni-directional flux in the series relay regardless of the direction of current in the line circuit, and means at the second end of the line circuit for selecting the intensity of current in the line circuit in accordance with traific conditions whereby to control operation of the series relay. 1 r

8. In a railway cab signaling system, in com bination, a. plurality of track circuitsincluding track relays, coding means for respectively supplying each track circuit with coded current of any one of a plurality of codes, polar responsive means for respectively selecting the code for each coding means, and means for distinctively con-- ance with the condition of the polar responsive means of the track circuit next in advance.

9. In a railway cab signaling system,- in combination, a plurality of track circuits including track relays, coding means for respectively supplying each track circuit with coded current of any one of a plurality of codes, polar responsive means for respectively selecting the code for each coding means, and means for taking current on, or placing current of one polarity, or the other polarity or of both said polarities, on each of the polar responsive means for distinctively controlling each polar responsive means in accordance with the condition of the polar responsive means: of the track circuit next in advance. 7

10. In a railway cab signaling system, in combination, a plurality of track circuits including track relays, coding means for respectively supplying each track circuit with coded current of any one of a plurality of codes, polar responsive means for respectively selecting the code for each coding means, and means for placing current of one polarity, or the other polarity, or of both polaritiesyon each of the polar responsive means for distinctively controlling each polar responsive means in accordance with the condition of the polar responsive means of the track circuit next in advance.

11. In a trackway portion of a railway cabsignaling system, a plurality of track sections, means for normally energizing each track section with alternating current, a control line circuit connecting each track section with the rear adjacent track section, a series relay in each control line circuit, means controlled by the series relays for interrupting the alternating current energization of each track section at any one of a plurality of difierent code rates, code rate selecting means at each track section distinctively I conditioned by any one of four different conditions of the forward control line circuit, means including the code rate selecting means at each track section for conditioning the associated control line circuit, and means for controlling .energization of each control line circuit in accordance with the occupied or unoccupied condition of the associated track section whereby to controlthe operation of the series relays.

12. In a trackway portion of a railway cab-signaling system, a plurality of track sections, means normally energizing each track section with alternating current, track relay means at each track section responsive to the alternating current energization, a control line circuit extending between each section and an adjacent section, a series relay in each control line circuit, coding means controlled by each series relay for impulsing the energization of the associated track section at any one of a plurality of different code rates, a source of alternating current, rectifier means for providing continuous direct current from the source of alternating current, means for energizing each of the control line circuits with alternating current, with direct current of one polarity, or with direct current of the other polarity in accordance with trafiic conditions, means responsive to the character of energization of each of the control line circuits for selecting the code rate of impulsing of the associated track section, and means controlled by the associated track relay whereby to operate the associated series relay.

13. In a railway signaling system, a line circuit, means for selectively energizing the line circuit at a first end with alternating current, with direct current of one polarity, or with direct current of the other polarity in accordance with trafiic conditions, two control relays at the second end of the line circuit, oppositely arranged rectifier units in the second end of the line circuit for energizing one control relay, the other control relay or for alternately energizing both control relays in accordance with the energization of the line circuit, a series relay at the first end of the line line circuit at the one end, and means at the" other end of the circuit for controlling the operation of the series relay. e

15. In a railway signaling system, in combination, a line circuit, means at the one end of the line circuit for selectively energizing the circuit, responsive means at the other end of the circuit controlled distinctively by the line circuit energy, a series relay in the line circuit at the one end, and trafilc controlled means at the other end of the circuit for controlling the energization of the line circuit and thereby the operation of the series relay.

16. In a railway signaling system, of the coded type, in combination, a line circuit, code determining means at one end of the line circuit for energizing the circuit, code determining responsive means at the other end of the circuit controlled by the line circuit energy, a series relay in the line circuit at the one end for applying code as determined by the first means, and means at the other end of the circuit for controlling the operation of the series relay.

responsive,

17. In a railway cab signaling system, in combination, a plurality of track circuits including track relays, coding means for respectively supplying each track circuit with coded current of any one of a plurality of codes, polar responsive means for respectively selecting the code for each coding means, and means for distinctively controlling each polar responsive means in accordsive means in accordance with the condition of 7 either of two track circuits inadvance thereof. I

19. In a railway cab signaling system, in combination, a pluralityof track circuits including track relays, coding means forrespectively supplying each track circuit with coded current of any? one of a plurality of codes, polar responsive means for respectively selecting the code for each coding means, and means for distinctively controlling each polar responsive means: in accordance with the occupancy of either the second or the third track circuit in advance thereof.

20. In a railway cab signaling system, in com.- bination, a stretch of track divided into a plurality of successive insulated sections, means-for the second section and controlled when only the first of said plurality of sections is occupied, for continuously energizing said second section with alternating current, means for the third section and controlled by the means for the second section for energizing said third section with alternating current impulses of a first code rate, means for the fourth section and controlled by the means for said third section for energizing said fourth section with alternating current impulses of a second code rate, means for the fifth section and controlled by the means for said fourth section'for energizing said fifth section with alternating current impulses of the second code rate, and means for each of the remaining of said plurality of sections and each controlled by the means for the block next in advance thereof, each for energizing its block with alternating current impulses of a third code rate.

21. In a railway cab signalingsystem, in combination, a stretch of track divided into a plurality of successive insulated sections, means for the second section and controlled when onlythe first of said plurality of sections is occupied by a first train, for continuously energizing said second section with alternating current, means for the third section and controlled by the means for the second section for preparing a circuit for energizing said second section with alternating current impulses of a first code rate, means for the fourth section and controlled by the means for said third section for preparing a circuit for energizing said fourth section with alternating current impulses of a second code rate, means for'the fifth section and controlled by the means for said fourth section for preparing a circuit for energizq ing said fifth section with alternating current impulses of the second code rate, means for each of the remaining of said plurality of sections and each controlled by the meansfor the blocknext in advance thereof, each for preparing a circuit for energizing its block with alternating current impulses of a third code rate, and traffic controlled approach means for effecting the energization through each of said prepared circuits of each of the corresponding track sections as each such section is occupied by a train following the first saidtrain.

THOMAS J. JUDGE.

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