US406301A - pendleton - Google Patents

Description

6 Sheets- Sheet 1.

(No'Model.)

J. H. PENDLETON 8v A. BRYSON, Jr.

CABLE RAILWAY GRlP.

Patented-.Ju1y2, 1889.

N. PETERS, Photo-Llhcgmphnr. waslnnion. D C.

(No Model.) 6 Sheets-Sheet 2.

J. lI-I. PENDLBTON & A. BRYSON. Jr. CABLE RAILWAY GRIP.

No. 406,301. Patented July 2, 1889.

N. PETERS, PhdvLhogmphcr. Wnihingwn. DJC.

(No'MoJel.) s sheets-sheet a, A

J. H. PBNDLBTON & A. BRYSON, Jr. CABLE RAILWAY GRIP.

No. 406,301. Patented July 2, 1889.l

N EEYERS. Phom-Lnhugmpher. wmmgiun. D=C.

(No Model.) l l 6 SheQts-Sheet 4. J. H. PENDLBTON & A. BRYSON, Jr.

GABLE RAILWAY GRIP.

No. 406,301. Patented July 2, 1889.

N, PETERS. Photn-Lxmogmphur, wnsninginn. l)4 C,

6 sneeuw-sheet '5,

CABLE RAILWAY GRIP.

Patented July 2, 1889.

J. H. PENDLETON 8v A. BRYSON, J1.

(No Model.)

(No Model.) 6 Sheets-Sheet. 6. J. H. PENDLETON 8v A. BRYSON, Jr. CABLE RAILWAY GRIP. No. 406,301. Patented Jvluly 2 1889.*

l www h i i wm/5M j l mm @W 0f UNITED STATES PATENT OFFICE.

JOHN H. PENDLETON, OF BROOKLYN, AND ANDRE\V-BRYSON, JR., OF NEY YORK, ASSIGNORS TO TI'IE RAPID TRANSIT CABLE COMPANY, OF NEIY YORK, N. Y.

CAB LE- RAI LWAY G RIP.

SPECIFICATION forming part of Letters Patent No. 406,301, dated J' uly 2, 1889.

Application filed March 19J 1889. Serial No. 303,892. (No model.)

To @ZZ whom it may concern:

Be it known that we, JOHN Il. PENDLETON, of Brooklyn, in the county of Kings and State of New York, and ANDREW BRYSON, Jr., of

the city and State of New York, have invented an Improvement in Cable-Railway Grips, of which the following is a specification.

In our present improvements we make use 1o of an endless belt provided with grippingblocks, and the same pass around two beltwheels, and the gripping-jaws are opened to drop the cable as the belt draws into a flat condition between the belt-wheels, and there i 5 are gripping-jaws that act upon the grippingblocks to press them toward the cable for clamping the same, and the belt-wheels and endless belt receive motion from wheels that run in contact with the cable, so that the zo gripping-belt is moving at the same speed, or

nearly so, as the cable when the grip is applied to close the jaws upon the cable. Thev devices before named are similar in many respects to those shown in our application Serial No. 290,739, filed November 13, 1888, and

allowed February 7, 1889.

Our present improvements are made with special reference to shifting the gripping apparatus laterally and bodilyso,as to adapt 3o such gripping apparatus to one of two cables running between the tracks, and with this object in view the parts which actuate the gripping devices are mounted upon a frame that is supported by the car-frame, and is adapted to receive motion laterally to shift the apparatusfrom one position to another.

In the drawings, Figure l is an elevation of the apparatus with the frame-work and axles in section. Fig. 2 is an elevation of portions 4o of the grip mechanism at one end of the car. Fig. 3 is a section near the line 00, Fig. l. Figa is a diagrammatic plan view representing the manner in which the frame-work of the car is made, and showing also portions of the principal parts. Fig. 5 is a detached view of the apparatus for bolting the transverse moving frame. Fig'. G'Ais a detached plan view in larger size of the liftingmechanism and supporting-wheels for the cable. Fig.

7 is a view in larger size representing the 5o principal parts of the cable apparatus similar to those shown in Fig. 2 and With the cable-wheels open. Fig. 8 is a diagramrepresenting the air-reservoir and pipe-connections to the air-cylinders that move the transverse 5 5 moving frame. Fig. 9 is a section of the fourway cock employed with said air-reservoir and cylinders, and Fig. 10 is a cross-section of the belt. v

The main frame of the car is supported by 6o the axles a and wheels a. This frame is composed of longitudinal beams A A A, transverse beams A', and end sills A22, framed or secured together in any usual manner, and near the middle portion of the car there are supports, as shown in Fig. 3, for the crossbeams A4, that support the floor-.sections A5, above which is a suitable calo or inclosure A6.

The transverse movable .frame carrying the mechanism of the grip is composed of the lon- 7o gitudinal beams B and transverse bearings B. The longitudinal beams B are above the transverse beams B', and these latter are below the longitudinal beams A of the main frame and between the cross-beams A2 thereof, and there 75 are slide-'blocks B3 fastened upon the top of the transverse beams B and resting upon the beams A2, and it is preferable to make use of these transverse bearers B near the two ends of the car, and the parts of the transverse 8o sliding frame are bolted. firmly together, and such frame can be slipped laterally, the blocks Bs sliding upon the cross-beams A2 and the bearers B beneath the longitudinal beam A.

The transverse sliding frame is constructed 8 5 in such a manner that the amount of movement that can be given to it is equal to the distance between one cable G and the other cable G, as illustrated in Fig. 3, where a portion of the railway structure and cable-sup- 9o porting wheels are shown, the object being to bring the gripping mechanism over either one cable or the other, so as to take the motion for the car from either one cable or the other, and it is to be understood that these two cables are to be provided and run either at the same speed or at different speeds orA at different times, so that if one cable becomes infic jured or inoperative, or requires examination or repairs, the gripping mechanism can be t-ransferred to the other cable, and where the cables are running at different speeds the car can be connected to either one or the other, as may be required. lVe, have represented horizontal wheels n', which are adapted to run against stationary rails, that prevent the car becoming displaced or pressing too heavily against the iianges of the wheels a by the tension of the cable in passing around curves. Such horizontal wheels, however, are represented in our application, Serial No. 280,058, filed July 21, 1888.

In order to give the transverse motion to the frame B B and the parts carried by the same, any suitable mechanism may be employed-such, for inst-ance, as a handlever or screws driven by gearing; but we prefer and have represented the air-cylinders with pistons and piston-rods B connected with one of the longitudinal beams B, there being one of these aircylinders near each end of the ear, and at BT, Figs. 3 and 8, a cylinder isrepresented as adapted to contain air under pressure, and there are pipes leading from this air-cylinder BT to the cylinders Bi', as represented in the diagram, Fig. 8, and there is one four-way cock, (shown sectionally in Fig. 9,) by the turning of which in one direction air is admitted to the two cylinders B1", to force the pistons inwardly and move the transverse sliding frame into the position shown in Fig. 4; or, by turning this four-way cock into the other position, air is allowed to escape from one end of suchlcylinders, and the air under pressure passes into the other end of such cylinders Bi', to move the piston and the rods BG and the beams B B and parts carried by the same toward such cylinders B5, and from the position represented in Figs. 8 and a to the position adapted to grasp the cable G.

In order to prevent the laterally-moving frame from shifting its position after it has been moved from one side to the other, we make use of the bolts C, supported upon the frame A and between the cross-beams A2, such bolts entering holes in the transverse bearers B', and these bolts Care moved by suitable means-such as the levers C and links CL-as represented in Fig. 5, it being understood that the bolts C5 are withdrawn before air is admitted into the cylinders B5, and then such bolts are projected again into holes in the transverse bearers B after the transverse moving frame has been brought to the proper position; and we remark that where but one cable is made use of the transverse moving frame may be placed centrally of the ear, it being only necessary to provide holes in the transverse bearers B at the proper positions for holding the frame B 3 either centrally or to either side of the car. By this arrangementthe motor is adapted to the cable whatever the position or direction of such cable maybe. There the travel on a road is considerable, there may be two cables constantly in use,

and where there is but little travel there may be but one cable, the grip being variable in position to suit the cable.

The belt-wheels Il are upon shafts l0, and the endless belt K passes around the said belt-wheels, and there are upon the belt K the grip-blocks L, that are connected with the said belt, as in the aforesaid application, Serial Ne. 290,739. These part-s will not therefore require further description herein; and we also remark that the grip-jaws M. M are pivoted at 25 and supported by hangers Bl", that are bolted to the frame B. Said grip-jaws are provided with levers O O, by which such gri pjaws are opened to drop the cable, or pressed together to cause the grip-blocks to grasp the cable, also as more fully described in the said application;and the levers O are connected at their upper ends by the toggle-links O to the lower end of the rack-bar I), and this is acted upon by pinions 3l upon a shaft havin a hand-wheel Q and a ratchet-wheel Q and vpawl 32, whereby the grip is applied to the cable or released, as desired, by the attendant.

In order to give motion to the belt-wheels II, we make use of the bands 13, passing around the pulleys ll on. the axis 10, or preferably connected to the sides of the belt-wheels II, and we usually employ two pulleys to each belt-wheel Il', one pulley at cach side thereof. The devices employed at the two ends of the car are similar in lall respects and they are operated simultaneously. We have therefore shown in Fig. 1 the device for acting upon the cable at one end of the car only, the other end being represented as broken off, and in Fig. 4 we have shown framing from one end to the middle of the car and have shown the other end of the platform or framing, the intermediate portion being broken away, and the description of the cable-lift and the wheels therewith connected, as hereinafter set forth, is made with reference to the devices at one end of the car, the devices at the other end being identically the same and receiving motion simultaneously, as hereinafter set forth.

The bands 13 pass around guide -pulleys 50 and around the pulleys 5l upon the axes of the cable wheels D D. 'lhese cablewheels I) D are set at an inclination, and the edges of such wheels are conical and grooved, as seen in Figs. 2 and 7. The aXis of each cable-wheel is set in a swinging bearing, and these two swinging bearings E E have for their pivot a stationary shaft or gudgeon 52, and this stationary shaft or gudgcon 52 is supported by a frame E2, hanging below and bolted to the fram e-arms Eg, that extend out be low and beyond the beams B, and are bolted at their inner ends to such beams B and to the cross-beams B', and it will be seen upon reference to Figs. l and G that the swinging bearings E E are made similar to hinges and are on the projecting gudgeon 52. Upon the frame E2 is a slotted guide-arm F, through which passes the lifting-hook F for the cable, which is supported and actuated as hereinafter de- TIO tube, the pin being connected to the knucklel or joint at one end and the tube to the knuckle or joint at the other end of the toggle, so that a slight endwise-yieldin g movement is allowed to the parts of the toggle-links, and the extent of motion is limited by the cross-pin passing through the slot in the toggle-bars. Vhen the shaft F2 receives a partial rotation in one direction, the crank-arms 53 and links 54: raise the toggle-links 56 and swing the bearings E E' upwardly and toward each other, thereby separating the cable-wheels D D', s0 that the cable may drop out from between them; and when the shaft F2 receives a movement in the other direction the cranks 53 force the links 5st downwardly and straighten the togglelinks 56, throwing the bearing E E downwardly and outwardly t0 bring the conical edges of the cable-wheels D D into contact with each other, or nearly so, and hold the cable G or G' within the grooves of such cable-wheels, and the pressure of the togglelinks and their springs is sufficient t0 cause the cable-wheels D D' to revolve by contact with the traveling cable when the c`ar is standing still, and the springs of the toggles yield if any bunch or enlargement on the cable passes between the wheels D D', and when the grip is applied to the cable and the car is moved thereby these wheels D D may remain in contact with the cable when the car is traveling at the same speed as the'eable; but when the grip-jaws M M' are partially opened by the action of the hand-wheel Q, pinions 31,

and rack-bars P, forcing down the links O',

and drawing the upper ends of the levers O toward each other, then the cable-wheelsD D will receive more 0r less rapid rotation from the contact of the cable with such wh eels, and bythe bands 13 and pulleys 11 the belt-wheels H and belt K will be set in motion and the gripping-blocks upon such endless belt K will be moving ata corresponding speed to the cable, and thereby there will be little or no wear upon the gripping-blocks, and when t-he pressure is again given by the gripping-jaws M M' the exterior surfaces of the gripping-blocks will slide against the interior surface of the gripping-jaws until the car attains the same speed of movement as the cable.

The pendent shields or chocks S (shown in the cross-section, Fig. 10) are attached at intervals upon the belt K and are curved upon their under faces, and they prevent the cable G going up too high between the grip-blocks L, and they are available in helping to start these pendent shields and give to them and to the endless belt the same speed of movement as the cable while the car is standing still, and this is an important feature, as the contact of the cable with the shields lessens the duty t0 be performed by the belts 13, and should such belts slip or break the shields alone may be employed. If these shields wear away, they can easily be taken off and others substituted, or else the faces of the shields can be renewed. l

Upon reference to Figs. 2 and 7 it will be noticed that the pivots 52, upon which the bearings E E' swing, are directly over the cable and comparatively near thereto; hence the weight of these bearings and of the cablewheels D D acts with leverage to cause the wheels D D to grip the cables; hence but little downward and outward pressure by the toggles 56 is necessary, and such toggles are required principally in lifting the bearings and separating the wheels.

We here remark that it is sometimes necessary to throw off the grip mechanism for dropping the cable-automatically, and with this object in view the pawl 32, that holds the ratchet-wheel Q', is connected by a link 60 t0 a crank-shaft 61, having at one end an arm 62 and a hanging link 63 to the roller 64, that is raised automatically by the incline 65, affixed to the guard-rail of the railway structure. These parts are shown in Figs. 1 and 3, some portions of them in Fig. 1 being dotted, and a link 66, extending `from the car-axle box to the axis of the roller 64, serves to steady this roller, but allow it to rise and fall, and when the pawl 32 is disconnected from the ratchetwheel Q', either automatically, as aforesaid, 0r by the foot, the wheels Q Q are free to rotate and the rack-bar P to descend by its weight and open the grip-jaws M M' sufficently to slacken the hold upon the cable; or, if the downward movement of the rack-barP is continued, the grip-jaws' will be opened sufficiently to drop the cable, and upon reference to Fig. 8 it will be seen that an arm 67 on the rack-bar P at this time comes into contact with a crank 68 on the shaft F2, turning the same and lifting the links 54,toggle-links 56, and swinging bearings E E t0 separate the cable-wheels D D' and drop the cable.

Upon reference to Figs. 1 and 3 it will be seen that the rack-bar P is slotted, and that there is a stationary bar 7 0 passing through said slot to insure a vertical movement to the rack-bars, so that both grip-jaws M M' will move uniformlyin opening and closing. This bar 70 is supported at its ends by the crossframe 71, which also forms a bearing for the shaft F2 and for the shaft I, next referred to. This shaft I extends the whole length of the car, and is supported at its ends in bearings 72, and there is a bevel-gear I' upon the shaft IOO IIO

I and a bevel-pinion I2 upon a vertical shaft I3, with a crank-handle I" at the upper end, by which means the attendant can revolve the shaft I in either direction, as desired. Upon the ends of this shaft I are the cam-wheels T, and upon each of such cam-wheels is a pin 7 3, and the crank-arms 53 at the ends of the shaft F2 are in the path described by the pins 7 3, so that when the shaft I is rotated in the direction of the arrow, Fig. 2, the crank-arms 53 and the shaft F2 are moved, and the links 5i move the toggle-links and swinging bearings E E to bring the cable-wheels D D toward each other, as before mentioned, and the attendant stops the rotation of the shaft I in the position indicated in Fig. 7 when the grip is applied; but by theaction of the pins 7 3 upon the cranks 53 the joints of the toggle-links 5G are thrown slightly below a straight line, so that the cable-wheels D D are retained in their position against the cable until such time as the stop G7 is brought into contact with the crank GS on the shaft F2, as before described. lVhen the shaft I has been turned slightly beyond the position shown in Fig. 2, the ldepression S0 in the cam 8O comes under the roller 7 O, and the lifting-hook F is lowered sufficiently for the end to clear the cable and allow such hook to be swung back and raised sufficiently to be out of thc way of the guide-pulleys on the track, as seen in Fig. 7. A foot-lever T, Figs. l and 7, may be used to fall into a notched disk T7 (shown by dotted lines, Fig. 7, and full lines, Fig. l) on the shaft I to hold the hook F in the position shown in Fig. 7, whether the wheels D D may have been separated by the action of the projection (57 or not.

lVithin bearin upon the frame E2 is a shaft 75, having at one end a crank-arm 7G, from the outer end of which t-he lifting-hook F', before mentioned, is suspended,and upon the other end of the shaft is a crank-arm 7 7, which is connected to the vertical slotted bar T, and the slot in this bar receives and is guided by the end of the shaft I, there being a washer or head upon the said shaft to hold the slotted'bar T in position, and upon the upper end of this slotted bar T is a roller 7 Sl above the cam portion 8O of the cam-wheel T. The shape of this cam 8O is illustrated in Figs. 2 and 7, and the object of this cam is to raise and lower the lifti n g-hook F at the proper time, such movement being communicated-through the slotted bar T, crank-arm 77, shaft 75, and arm 76 to the lifting-hook F. It will be apparent that, the crank-arms 7 (i and 77 being on the same shaft and nearly parallel to each other, the lifter F may be connected directly to the crank 7 (i, where the position of the other parts admits of this arrangement, thus dispensing with the crank 77.

In order to swing the lifting-hook F laterally to pass it in below the cable preparatory to lifting the same and to move the hook from below the cable in dropping the same, we make use of a second shaft Sl above the shaft 75, and passingthrou gh a bcaringin the crossframe E2, at one end of which shaft Sl is an arm S2 and link S3, extending to the liftinghook F, and at the other end of this shaft Sl is an upright arm Si, with aroller at the upper end contacting with the cani S5 on the cam-wheels T. The shape of this cam is represented in Figs. 2 and 7 and the relative position of the same to the cam 80, and it is now to be understood that when the camwheels T are rotated in the direction of the arrows from the position shown in Fig. 7 the roller 7 9, passing down the inclines SS, lowers the lifting-hook F to the position represented by dotted lines in Fig. 7, and then the cam S5, acting against the arm 841-, swings the hook in beneath the cable, and the gradual inclination of the cani S0 lifts the slotted bar T and the lifting-hook until the cable arrives in the position required for the cable-wheels D D to be closed in upon the same. At this moment the pins 7 3 act upon the crank-arms 53,

links 54, and toggle-links 56 to swing the bearings E E and the cable-wheels D D', so that the latter grasp the cable between them and the parts assume the position indicated in Fig. 2, and the further movement of the parts to the position shown in Fig. 7 lowers the hook slightly, draws it aside, and raises it, as before mentioned, and it is not in the wayin case the cable is to be dropped.

When the cable-grip is central to the motorcar, the coupling-link to the draft-bar of the passenger-cars will be central and connected to the hole 00 at either one end of the motorcar or the other. If the connection remains central aft-er the transversely-moving frame had been forced over to one side or the other, the tendency would be to cause the lian of the wheels A of the motor-car to bear irregularly upon the track. If, however, a draftbar were made use of extending to the point 92 upon the motor-car immediately over the central portion of the grip-connection, the flanges of the wheels would bear equally, or nearly so, against the track; but in. conscquence of the mechanism made use of difficulty has arisen in extending the draft-bar to such point. lVe therefore provide in the end sills holes 93 and a movable link 9i for coupling to the adjacent passenger-cars, and upon reference to Fig. et it will be seen by the dotted lines drawn througlrtho points 92 and 93 to the end of the car that the movable link 94C is in the line of draft, which if prolonge would reach the point 92; hence these holes 93 in the end sills of the motor-car render it unnecessary to make use of a swin ging' draftbar upon the motor-car, and accomplish the IOO same useful object as would be accomplished if the draft-bar upon the motor-car were made use of, having its point of attachment to such car immediately above the grip.

XVe iind it advantageous to apply a contractile spring 10i to the lower end of the rack l), (see Fig. 1,) to aid in drawing down such rack and throwing off the grip when the same is actuated automatically by the ineline (55 acting' on the roller 64 and connections to the pawl 32, and this also assists in the movement when the cable is to be dropped, and to aid in opening the wheels D Dl to drop the cable a contractile spring 105 (shown by dotted lilies) may be applied, as represented in Fig. 2, so that when the arm (58 is pressed down by the arm 67 the spring will aid in raising the toggles 5G and separating the wheels D D. l

XVe claim as our inventionl. The combination, with the car-wheels and main platform, of a transversely-moving frame and the cable-gripping mechanism supported bysiu h transversely-moving frame, So as to adapt the gripping mechanism tothe position of the cable upon which the same acts, substantially as set forth.

2. The combination, with the car-wheels and platform, of a transverse movable platform or frame supported by the-main platform, cable-gripping mechanism supported upon and moving with such transverse platform, bolts for holding' the platform in the position to which it may be moved, lair-cylinders, pistons, and piston-rods for giving motion to the platform, substantially as set forth.

3. The combination, with the belt-wheels and an endless belt having gripping-blocks, of gripping-jaws for acting upon the gripping-blocks, the cable-wheels D D, placed at an inclination and grooved for the reception of the cable, the swinging bearings pivoted together and receiving the axes of the cable- Wheels, and toggle mechanism for swinging the bearings and moving the cable-wheels toward or from each other, substantially as set forth.

4. The combination, with the endless belt having gripping-blocks and the gripping-jaws for acting upon the same, of the cable-Wheels D D', placed at an inclination and grooved to receive the cable, swinging bearings for the axes of the cable-wheels, pulleys upon the axes of the cable-wheels, and belts extending therefrom, and pulleys and` belt-wheels for giving motion to the endless belt and gripping-blocks, substantially as set forth.

5. The combination, with the transverse moving frame B B', of the frame-arms E2, eX- tending from the ends ofthe frame B B', the cross-frame E2, the swinging bearings E E', pivoted upon the frame E2, the cable-wheels D D', set at an inclination and grooved for the reception of the cable, the axis of the cable-wheels being supported in the swinging bearings, the toggle-links pivoted together and to the swinging bearings, the shaft F2, arms 53, and links 54, for acting' upon the toggle-links and moving the swinging bearings, substantially as set forth.

(l. The combination, with the swinging bearings E E', cable-wheels D D, and their axes within the swinging bearings, of togglelinks formed of two parts, one sliding within the other, and expansible springs for giving pressure of the cable-wheels upon the cable, substantially as set forth.

7. The combination, wit-h the endless belt and gripping-blocks and the belt-wheels, of the gripping-jaws, the levers and toggles for acting upon the same, the rack-bar, pinions and hand-wheel for opening and closing the grippingjaws, the ratchet-wheel and pawl for holding the parts in position, the roller 64, incline (55, the link for holding the roller, and the connection therefrom to the pawlfor liberating' the same automatically and releasing the gripjaws, substantially as set forth. :i S. The combination, with the lifting-hook F', of the arm 7G, vertical bar T and cam S0, for raising' and lowering the hook, and the link S3, and the arm 84 and cam S5, for swinging the lifting-hook beneath or away from the cable, substantially as set forth.

9. The combination, with the cable-wheels D D and swinging bearing for the same, of the toggle-links and mechanism for acting upon the same to swing the cable-wheels toward or from each other, the hanging liftinghook, and arm and links for raising and lowering the hook and for swinging the same beneath or away from the cable, substantially as set forth.

lO. The combination, with the gripping mechanism and the cable-wheels D D', of the toggle-links, the swinging' bearings for the cable-wheels, the shaft F2, extending along the car, and the crank-arms 53, for giving motion to the toggle mechanism at both ends of the car simultaneously, the shaft I, camwheels T, lifting-hooks F links and crankarms whereby the lifting-hook is actuated in unison with the cable-wheels, substantially as set forth.

ll. The combination, with the Wheels and main platform,of a transversely-moving platform supported by the main platform, bolts for holding said transversely-moving platform in position, and gripping mechanism supported by such transversely-moving platform, substantially as specied.

12. The combination, with the wheels and main platform, of a transversely-moving platform, gripping mechanism supported by such platform, a movable link for connecting the motor-car to the cars to be drawn, there being holes in the end sill of the main.platform in a line extending to the center of the transversely-moving platform, or nearly so, substantially as and for the purposes specified.

13. The combination, with the wheels and main platform on a motor-car, of the transversely-moving frame, and a grip mechanism and a pick-up device connected to and supported by the transverselymoving frame, substantially as set forth.

l4. 'l`he combination, with the wheels and main platform in a motor-car, of the transversely-moving frame, the grip mechanism connected to and supported by the said frame, and mechanism for holding the said IOO IZO

pairs and at an inclination, and swinging bearings for such Gable-Wheels, and a pivot for sueh swinging bearings which is above the Cable, so that the Weight of the parts will cause the Wheels to press at', opposite sides on the cable, substantially as specified.

Signed by us this 18th day of March, 1889. zo

J.4 H. PENDLETON. ANDREV BRYSON, JR.

Witnesses:

GEO. T. PINCKNEY, WILLIAM G. MoTT.

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