US367077A - turner - Google Patents

Description

(No Model.)

' 3 Sheets-Sheet 1. W. B. TURNER.

' AUTOMATIC OAR BRAKE.

[)VVENTOR .5, 7

Patented July 26, 1887.

F m. Q Mg 3 W 6 N M ATTORNEY" 3 Sheets-Sheet 2.

Patented July 26, 1887.

W. B. TURNER.

AUTOMATIC GARY BRAKE.

O 1 p E m b m m5 u I T U v QB M k E m WW j on am w J H 2 RN N3 NJ wN k w 7 I J Q S 4 d b m w. m m .l l FM (No Model.)

3 Sheets-Sheet 3.

' (No Model.)

W. B. TURNER.

AUTOMATIC GAR BRAKE.

WITNESSES Q7736 'aazzz'n A) ATTORNEY glon, D. C.

' N. PETERS, NolwLMvcgraphnr. Walhin UN ITED STATES WILLIAM B. TURNER, or NEW YORK, N. Y., ASSIGNOB TO THE TURNER- PATENT OF ICE.

BEARD AUTOMATIC BRAKE COMPANY.

AUTOMATIC CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 367,077, dated July 26, 1 887.

Application filed December 6, 1886. Serial No. 290,777. (No model.)

To all whom, it may concern:

lates to that class of brakes in which the brake mechanism is put in operative position by the inward movement of the drawbar, the brake operating always by the movement of the forward draw-bar and never by the rear drawbar, and in. which the power to apply the brake is derived from a friction-collar seen red upon one of the car-axles and arranged to operate, through the medium of afriotion-wheel, certain novel mechanisms especially designed for the purpose of utilizing the rotary movement of the axle and the momentum of the car for applying the brake.

Embraced in the invention are new devices for transmitting the motions of the draw-bar to the brake mechanism; novel devices, ineluding a reversible clutch, by means of which the brake is rendered operative in whichever direction the car may be pulled, and by which the brake may be rendered inoperative when desired, and other improved devices which,

" in cooperation with those alluded to,.assure the accuracy and efficiency of the brake, all of which will be hereinafter fully set forth.

Reference is to be had to the'accompanying drawings, forming part of the specification, in which similar letters of referenceindicate corresponding parts in all the figures.

Figure 1 is a partly-sectional side elevation of a car body and truck, showing my improved brake in place, withparts broken away to exhibit other parts. Fig. 2 is a plan view of a portion of a car body and truck, with parts broken away, showing certain portions of my improved device inpos'ition. Fig. 3 gives several views of my improved reversible clutch mechanism for transmitting the motion of the V draw-bar to the friction-wheel and a part of the device for changing the direction in which the brake will operate and for rendering the brake inoperative. Fig. 5 is a front elevation showing in several 'positions-indicated, respectively, by full and dotted liues-a portion of the transmitting and direction changing mechanism, and also the connected slotted lever through the medium of which the reversible clutch is operated. Fig. 6 shows three viewsof parts of the transmitting and direc tion changing mechanism. Fig. 7 is aside elevation of the disengaginglever. Fig. 8 is a plan, with parts broken away to exhibit other parts,'showing the reverse side of the pushbar, push-bar guide-plate, and the double-actingmultiplying-lever in position. Fig. 9 is an edge elevation of the pushbar guide-plate and multiplying-lever. Fig. 10 is a side elevation ofahanger and attached bellcrank. Fig. 11 is a plan of the above hanger. Fig. 12 is a side elevation of the lever for operating the clutch. Fig. 13 is a sectional elevation of the device regulating the pressure of the friction-wheel against the axle-collar.

In the drawings. A represents a Car-body; B, the ear-axles; O, the car-wheels, and 0 a collar rigidly secured onone of the axles.

D representsan ordinary draw-bar; D and D respectively, the usual follower-plates, and

D the usual spring about the draw-bar shank.

D indicates the usual brake-levers, D the brake-beams, and D the brake-shoes.

The front follower-plate, D, is adapted to be moved rearward by the compression or pushing in of the draw-bar and forward in normal position, as shown in Fig. 1, by the reaction of the spring D". Secured to the front follower-"plate by a hooked bolt, to, so as to transmit the motion of said plate, is a pushbar, E, whose free end terminates in or with a rectangular block, a, moving in a guideplate, 11 Figs. 1, 2, 8, and 9, which is fastened to the under side of the car-timbers A.

The doubleacting multiplying-lever F (best shown in Figs. 2, 8. and 9) is, in order to receive motion from the push-bar E, pivoted on of its foot is in contact with one side of the block a, the beveled toe b of the said -lever ex- IOO site block corner, the bottom of thelever-foot and-the toe and heel forming, as it were, a pocket embracing said block and making con tact connection therewith on three sides thereof, gripping or clutching it between toe and heel; and the head of said lever, extending laterally, is bored transversely, as indicated, and has Secured in it by nuts I) the forward end of a rod, F, whose broadened rear end is shouldered on its lower edge, as shown at b, for purposeshereinafter explained.

iVhen the parts are in normal position, with the car moving in the direction of the arrow, Fig. 1, the rear end ofthe rod F is entered between the sides of the slotted lever G and hooks over the lower bar thereof, as shown in Figs. 1 and 4. This lever G has a forward hooked extension, I), and is centrally pivoted on a frame-piece, G, which is rigidly secured on the car-body, as shown, and pivoted on the same pivot, b and on the same support or frame-piece, Fig. 4, and in side cont-act with said lever G, is a disengaging-lever, G, whose extremitics are bent at right angles to its body, as shown in Figs. 4. and 7, and said lever G" is provided with a stud, 1), extending from a side thereof to enter the slot of the triangular lever G. On a pillar, c, projecting from the same support or frame piece, G, and in side contact with the disengaging-leverG is pivoted the triangular lever G", having a nearly central curved slot, 0, for the reception of the stud b of the lever G", and a fork, c, for the reception of an end of a pointed lever, G, anda swiveled eyebolt, 0 free to turn .in its socket, whose functions will be hereinafter set forth.

011 an extension of the framepiece G is pivoted the pointed lever G, Figs. 1, 4, and 5, the smaller end of which is engaged in the fork c of the lever G, while its other end is connected by a rod, 0, Figs. 1 and 5, with the free end of a cam-lever, H, (provided with a slot, (1,) that is pivoted atits otherend on a hanger, H, which is secured to the ear-truck, as shown in Figs. 1 and 5. This hanger H has a forked lower end, as shown in Fig. 11, in which is pivoted, as shown in Fig. 10, a bell-crank, I, in the elbow of which is journaled one end of the shaft K, carrying the friction-wheel K, while the other end of said shaft is journaled in a hanger, H Fig. 2, also secured on the car-truck.

As the bell-crank elbow is capable of move ment in an are of a circle, and as the frictionwheel K is fixed on that end of the shaft K nearest said bell-crank and directly opposite the axle-collar C, it will be seen that the said friction-wheel may be readily moved to make peripheral contact with the axle-collar,so that it may partake of the rotary motion of the same. The said bell-crank is connected by a rod, (1 to the hook of the slotted lever G, as shown in Fig. 1, and receives motion therefrom.

On the shaft K isa clutch composed of a cylindrical shelhf, loosely set thereon, and having opposite longitudinal grooves f" formed in its inner face, in which are placed latches f pointing in opposite directions, about whose lateral studs f are secured springs f The clutch consists, further, of a longitudinallygrooved bloclaf, rigidly secured on the shaft K and fitting within the shell f, which latter is made to revolve with the said block when one of the shell-latches engages in one of the block-grooves; and it consists, further, of a eiutclrforlnf, designed to slide on the shaft K and have its legs move in the block-grooves f ,in order to make the clutch operative or inoperative, as the case may be, all of which is best shown in Fig. The legs of the fork f" are of equal length, but not of equal size. The extremity of one is pointed or beveled, the rest of its shank being of fullsiz'e throughout, while the extremity of the other has on it a boss, f, projecting laterally outward. The operation of this clutch is as follows: hen the forkf is pushed its full length into the cylindrical portion of the clutch, into the grooves of the block f", the full size of the shank of the pointed leg is presented to one of the latches/" thereby holding the latter in its shell socket or groove and preventing it from engaging in a groove, f, of the block. The other latch will, as the block is turned in the shell f, come behind the boss f of the other fork-leg, the said boss being pushed beyoud the said latch, (as indicated in dot-ted lines, longitudinal elevation, Fig. 3,) and then, owing to the depression in the said leg hack of said boss, said latch will be forced by its spring to engage against one side of the blockgroove which is directly opposite it. \Vhen this latch is engaged in the block-groove, as set forth,the bloclgbeing turned in the proper direetion,will carry the shell with it, the said latch operating as apmvhextending from shell to block and connecting the two. This shellf has an outwaidly-projecting lug, g, to which is secured a brake-chain, 5 which, passing over a sheave, g", is made fast at its other end to a brakelevenDflas shown in Figs. 1 and 2.

\Vheu the fork f is pulled out to its central position, (as shown in full lines, longitudinal sectional elevation, Fig. 3,) the bossf* makes contact with (is drawn under) the shell-latch which is engaged in the block-groove, as aforesaid, and lifts it out of said groove. At the same time the pointed leg is equally drawn out, but not sufficiently to release the other latch and permit its engagement in its block-groove, so that now both latches are disengaged from their respective bloclegrooves, and the block can revolve within the shell without turning the latter. This is what is called the central position of the clutch-i. 0., when the shaft K,with the blockfflmay revolve in either direction without revolving the shell f with them, and consequently without operating to effect the brake.

Vhen the forkf is drawn out to its full extent, (to the position shown in dotted lines,longitudinalseetional elevation, Fig. 3,) the shank of the pointedlegis drawn from beneath its latchfthereby permittingthe latter to become engaged, by the action lof 'its spring, in the correspondingblock-groove, thatit may operate-to causethe shell f tojrevol-vewith the block when the shafdK revolves, but in the direction oppositeto=that inwhich it would be revolved iftheotl ter, latch were engaged. I At thesametimethebossf on the otherlcg is not drawn out far enough to permit this other tosuitthe'ldirection desired.

" A";cluteh yokglvl, i ig t 2, and m h-tea J on a laterallextension"of' the hangerfH, as

best shown infiEigL 2, has {its tailengaged in thcslot oflll ftttln' lover Handitsforks em- ,Jbraciugthe grooved neckofthe-clutch-forlgf, so'that when the said lever H is moved upa'nd'.

down,the said yoke M-is correspondinglymade to, force the clutch fork f in or out, as the case; may be, of the clutch-block-grooves and hold it in the position assumed I On the forward endot' the-car l'ranre issecured a timber, N extending upward, and.

havingfixed Onitstop, Figsjl and 2, a seg? n1entalplate, 0, provided with edge notches or sockets h. p a lug or step, 0, 'isseeured' on the under side of the ear-timber, and a rod, O extending Directly beneath this plate 0 from plate 0 to' step 0', is pivoted in them,

Ontheupper er'nl'ofthis rod 0? is secured a hand-lever, 0 with whichfto turn the said rod, and pivoted "on said'lever is agravity pawl, 0*, which isdesignedto engage in any. oneoftthenotehcs h, and thereby hold the rod 0? in desired position.v On the'lower end of the rod O isrigidly secured, parallel with thelever O and pointing in the opposite dij rection thereto, anlarm or crank, 0 which 4.5

is connected by an adjustable rod, P, made adjustable in length between its end conuec "/tions by nuts is k, with the sw'iveled eyebolt c? of the triangularlever G, which eyebolt is free to turn in accordance with any change in the angulardireetion of the rod P,and thereby preventunduestrainnpon or distortionof the parts.

Theactionof this brake is as follows: When the parts are in the positions shown in Fig. l and the car is beingpnlled in the direction .of the arrow, the brake is in position to operate in that direction of motion. Then, if the engineer desires to set the brake, he slows the engine, and the momentum of ear,lforeing the car forward, brings the head of the draw-bar D against the draw-bar of the engine orcar in front of it, with tlleeffect of pushing .said

- draw-bar D rearward, carryingwith it the l'ollowerplate D, the motion of-which latter is transmitted tothe push-bar'E, with the effect ofturningthe double-acting multiplying-lever F on its pivot and causing it to pull the rodF Hence it revolve.

lever G.

forward. The push bar 13, in its rearward movement, is forced against-the toe b of thelever Rand said toe is so shaped and located.

that it is moved and held .by' the terminal block a of the push-bar E out of the direct line of-motion of said bar when the lever F has been'turned sufficiently torproduce desired action, and any further rearward thrust of said push-bar produces no effect nor'can do any injury to theparts of the brake mechanism,

howsoever great or-violent may be its move mcnt. 7 About half an inch'inward movement of the draw-bar D suftices tooperate the brake.

The rod F, being engaged with the lower bar of theslotted lever G, is made by thismovementot'the lever F t o -pull the lowerjend of said lever G; forwahhcausing it to turn on its pivot, and thereby lift throughits connections the cylinder Q. spring Q, and rods Q R, hereinatfter specified; the free end of the belterank Imaking the elbow ofthe latter to move rearwardwit'h its supported end-of-the shaft K, so'as tolforee the'l'riction wheel K on said shaft in contact with o the axle-collar G, and

then the revolution of the canaxle and collar causes the said friction-wheel audits shaft to I On this shaft K is the reversible eluteh,the shellf'of which has made fastitoit,

oneend of a brake-chain, whose otherend is secured to a brake lever, D; he'ncecontinned revolution of the caraxle collar in contact with the friction-wheel causes the clutch to, revolve, with the effect of winding up the brake-chain 0n the friction-wheel shaft and thereby applying the brake. I Recurring to the connections above referret to between-'the slotted lever G and the,beilcrank I, it will be seen that below the free end of the belterank is a cylinder, Q, containing a spiral spring, Q, up through which is passed a rod, Q", with a hat, onmits lower end.j

This rod Q is passed up through the forward end of the bell-crank I, and has an eye on its upper end, whereby it is connected, by means V of the rod R, withthehook I) of the slotted on the rod Q in order to adjust the tension of the spring Q, so that the force wit-hwhich the friction-wheel is pushed and held in eontact with the axle-collar by the upward pull on the spring Q may be regulated'or determined by proper adjustment of saidnut p. The brake being applied as aforesaid, should the engineer now desire to release it, he does so byqnickeningthe speed of his engine, and thereby the draw-bar D is pulled out, and

with it the follower-plate D andpushbar E, Now, as the push-bar E is thus pulled out to I its normal position, the rectangular block a comes in contact. with the heel b? of the lever The nutp may be turned upor down F, thereby turning said lever on its'pivot back- I to its normal-position, pushing rod F rear-- ward, thereby releasing the latter from operative contact with the lower bar of the slotted lever G, and allowing said lever and the bellcrank and its connections to also resume their normal positions, thereby bringinglthe fric-. V

tached to the draw-bar D, desire to back the car or train, the parts being in the positions shown in Fig. 1, the pushing in of the drawbar would, through its connections above described, bring the friction-wheel in contact with the axlecollar, causing the said frictionwheel to revolve; but in this position, as will be observed, because the backing of the car changes the direction of the wheel rotation, and because the clutch is arranged or set for braking when the car is moving forward, the clutch-shell latch heretofore engaged cannot now engage in its clutch-block groove; hence the frictionwheel and its shaft and the clutchblock will revolve without operating the clutch and without winding up the brake chain, and the car can be freely backed.

Should it be desired to render the brake cutirely inoperative, the lever 0 must be set so that the pawl 0 will engage in the central notch of the segment-plate O with the effect of turning and holding the arm 0 at right angles to its former position, (shown in dotted lines, Fig. 1,) thereby operating through the rod P to pull the top of the triangular lever G forward, causing it to assume the position shown on the left in Fig. 4, with its forked end but partly depressed. This movement operates on the lever G, engaged in the fork c of the lever G, lifting its further end to a horizontal position, so that through its rod 0, connecting with the cam-lever H, it raises the latter to the horizontal position shown' in the lower dotted lines, Fig. 5. Now, as the tail of the clntchyoke M is inserted in the slot (1 of the said cam-lever H, it follows that the said yoke M is so moved by the movement of the lever H as to draw the fork f out of the clutch so far that the forkboss] is brought under its special shell-latch and lifts and holds the latter out of the corre-' s'ponding block groove, while the pointed clutch-fork leg still holds its special shell-latch out of its special block-groove, as shown in full liuesin longitudinal sectional elevation, Fig. 3. Such being the positions of the parts of the clutch, it is evident that the clutchshell can freely revolve in either direction, and that, hence, the brake cannot be applied. This inoperative position of the clutch and brake is very desirable when pulling and pushing the cars about the yard. At the same time the triangular lever G, having the stud of the disengaginglever G engaged in its slot, causes by its motion (its top being pulled by the rod P, as aforesaid) said lever G to move so as to bring its lower offset, 8, against the under curved edge of the rod F, thereby lifting the shoulder of said rod out of engagement with the lower bar of the slotted lever G, as indicated on the left in Fig. 4-, thus breaking connection between the draw-bar connections and the brake mechanisms, so that the pushing in of the draw-bar I) cannot operate to bring the friction-wheel in contact with the axle-collar. Hence it will be seen that the car may be pushed or pulled in either direction and from either end thereof without applying the brake.

As cars are liable to be handled with either end forward, and as it is desirable to have a brake operative in either direction of the'car motion, I propose to attach to the other drawhead (not shown) a push-bar, double-acting multiplying-lever, and a rod F similar to those shown connected with the draw bar D and arranged to operate in the same manner, (this second and upper rod F being partly shown in the right of Figs. 1 and t.) The said second and upper rod F, however, engages bctwccn the upper horns of the slotted lever G, as shown in Figs. 1 and 4, normally resting on the top of the disengaging-lever G", as shown in Fig. 1, and out of engagement with the top bar of the slotted lever G. Now, to make the brake operative when the car is being pulled in the direction opposite to that of the arrow, Fig. 1, the lever O is to be turned by hand to the position shown in dotted lines, Fig. 1, pointing in the same direction as that in which the car is to be pulled. This change of the position of the lever 0'' brings the arm 0" to the position shown in dot-ted lines, Fig. 1, and the other parts as shown on the right in Fig. 4 and in the upper dotted lines, Fig. 5,wilh the outer or-free ends of thclever Gand of the cam-lever H elevated to their extreme limits. This permits the shoulder of the second and upper rod F to fall and engage over and with the upper bar of the slotted lever G, so that said second rod F may transmit its motion received from its draw-bar connections by pulling on the top of the lever G, thereby pro ducing the same effects as those produced by the first rod F in pulling in the contrary di rection on the bottom of said lever. The clutch-yoke M is by this upward motion of the cam-lever H, last above referred to, brought to such a position as to draw the clutch-fork f out to its extreme outward position, as shown in the lower dotted lines in the seetional longitudinal elevation, Fig. 3, in which position otsaid fork the clutch is made operative, after the manner already set forth, for this direction of movement of the car.

It will be seen that when it is designed to make the brake operative the lever O is always moved by hand to point in the direction in which the ear is to be moving, and when the brake is to be rendered inoperative the said lever O is to be secured at right angles to the direction of motion,the gravity-pawl 0 to be engaged inthe central notch of the plate 0, so that at a glance the engineer can be assured whether or not the brake mechanism is properly adjusted.

It will be seen that the brake operates always through connection with the forward draw-head, never from the rear draw-head, and when one red F is'engaged with the slotted lever G the other is always'disengaged IfO IlO

therefrom, and both rods F are disengaged when the brake is rendered inoperative.

I am aware of the UnitedStates patents on car-brakes, Nos. 200,602'and 274,388, and do not claim anything therein shown.

1 Having thus described myinv'ent-ion, I claim as new and desire to secure by Letters Pat; ent' 1. In a buffer car-brake, the combination, with the car draw-bar and front follower-plate and push-bar connected with said followerplate,so as to partake of the forward and'backward motion thereof, of a double-acting lever pivoted with its recessed free end embracing three sides of the free end of said push-bar and at right angles thereto, substantially as herein shown and described, and constructed and arranged to transmit the motions of the drawbar to the brake mechanism for the purpose of applying or releasing the brake, asset forth.

2. In a buffer-brake, as a means for transmitting the inward and. outward motions of the draw-bar transmitted through draw-bar connections to the other parts of the brake mechanism for the purpose of applying or releasing the brake, a double-acting lever, substantiall y as herein shown and described,fixed at right angles intermediately between the drawbar connections and the brake mechanism, and having gripping or clutching connection only with the former, as set forth.

3. In a buffer-brake, the combination, with draw-bar D, follower-plate D, connection a, and push-bar E, provided with terminal rectangular block a, of the double-acting lever F, provided with beveled toe b and heel 1), ar ranged at right angles to said'bar E, and embracing a side of'the terminal block a between the said heel and toe, substantially as herein shown and described. p

4. In a buffenbrak e, as a means for transmit- T ting the motions of the lever, which, through its line of connections with the draw-bar, first responds to themovements thereof, to the rest of the brake-levers and other mechanisms for the purpose of applying or disengaging the videdwith upper and lower bars and hooked extension I), disengaging-lever G, provided with right-angled offsets s s and stud b, and triangular lever G providedwith curved slot 0 and swiveled eyebolt 0 substantially as herein shown and described, all of said levers being pivoted on the same support and operated as set forth.

6. he buffer-brake, the combination, with the hooked, barred, and slotted lever G,

adapted and arranged to be pulled and thereby have its book elevated by the transmitted wheel may be forced in contact with the axlecollar, as set forth. e,

7. Ina buffer-brake, the combination, with mechanism adapted and arranged to transmit rearward motion from the draw-bar, and with mechanism adapted and arranged to receive such motion and apply it to the brake-levers, of an intermediatedisengaging-lever, substantially as herein shown and described, operative by hand, through suitable mechanism, to break the connection between the said motion-transmitting andthe said motion-applying mechanisms, and to hold said motion applying mechanism in an inoperative condition, as set forth, in order that the car may be pulled or pushed without applying the brake.

8. In a bufferbrake, the combination, with the draw-bar, its spring and follower plates, car-axle, axle-collar, and brakechains, levers, beams, and shoes of the usual construction, of a push-bar connected with the front followerplate and receivingmotion therefrom, a lever fixed at right angles to the push-bar and operated thereby, a shouldered rod'directly connected with said lever at right angles thereto, 7

a slotted, barred, hooked lever arranged to receive the pull ofthe shouldered rod, a cylinder containing a spiral spring, up through which is passed a rod with a nut on its end for adjusting the tension of said spring, a rod connecting the slotted lever with the rod within the cylinder and spring, a bell-crank having the extremity of one arm pivoted to a support secured on the'car-truck, and the extremity of the other arm held by the said cylinder-rod above the cylinder and carrying in its elbow an end of a friction-wheel shaft, and a shaft with a friction-wheel secured thereon, all constructed and arranged to operate substantially as herein shown and described.

9. In a buffer-brake in which a portion of the mechanism for applying the brake consists of an axle collar and friction-wheel and shaft, the combination, with said shaft, of a reversible clutch, constructed substantially as herein shown and described, consisting of shell f, having internal grooves, externally-grooved block f spring-actuated latohesf, held in the shellgrooves and pointing in opposite directions and adapted to engage in the block-grooves, and clutch-fork f, adaptedto be moved to cause the disengagement or to permit the engagement of said latchesin the block-grooves, all arranged substantially as set forth.

10. The combination, with a reversible clutch, constructed substantially as herein shown and described, of a pivoted clutch yoke embracing the neck of the clutch-fork, a lever provided with curved slot for the engagement of the tail of the clutch-yoke, and a rod connecting the unpivoted end of said lever with mechanism for imparting a vertical motion to said lever, as set forth.

11. In a buffer-brake, the comhinatiomwith notched segmental supporting-plate O and supporting-step O, of rod 0, hand-lever O, gravity-pawl 0, arm 0 and rod P, provided with nuts k k, substantially as herein shown and de scribed, all connected together and arranged and adapted to be operated by hand to make the brake mechanism operative in eithendirection of the car motion, or to render it inoperative, as the case may be, as set forth.

12. In a buffer-brake, the combination,with mechanism, substantially as herein shown and described, adapted and arranged to be operated by hand to make the brake mechanism operative in either direction of the car motion, or to render it inoperative, as the case may be, and with the brake mechanism, substantially as herein shown and described, of a swivel, a", connecting the two groups of mechanisms, as set forth, whereby any change in the angular l direction of said hand-operated mechanism is taken up or compensated for.

13. In a buffer-brake, as a means for making the brake mechanism, substantially as herein shown and described, operative for applying the brake when the car is pulled with either end forward, the combination,with each drawbar and its forward follower-plate, of an at tached push-bar, double acting lever, and shouldered rod, all adapted and arranged in combination for transmitting the rearward mo tion of the draw-bars to the brake mechanism, as set forth.

In testimony that I claim the foregoing as my invention I have signed my name, in presence of two witnesses, this 15th day of November, 1886.

VILLIAM B. TURNER.

'W it n esses ROBERT M. BAILEY, FREDERICK REED.

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