US546955A

US546955A - eaell

Info

Publication number: US546955A
Authority: US
Publication date: 1895-09-24
Anticipated expiration: 1912-09-24

Description

(No Model.) 3 Sheets-Sheet 1.

' O. I. EARLL.

CABLE RAILWAY.

No. 545,955. Patented Sept. 24, 1895.

"t l- 11m I 1 8% I {g H, 1 Q5 Q g N I to 5 5 I r g N S I Q (on o) m l a N N i o Q HE: Qt: xi'i') m'i'nemes Inventor;

- Char/ea [,Earll, 07 By his li'lorne y,

AN DREW B GRAHAM. PHOTO-LITHO.WASNINGTUN. 0C

(No Model.) 3 Sheets-Sheet 2. O I EARLL CABLE RAILWAY.

No. 546,955. Patented Sept. 24, 1895.

Inf/awful"; Chawies Earll 15y his A iarn e 9 ANDREW BGRAHAM.PNUTO-LITNO.WASHINGTDN.D C.

(No Model.) 3 Sheets ,Sheet 3.

0. 1. EARLL.

CABLE RAILWAY.

No. 546,965. Patented Sept. 24,1895.

[7406112227 Charles J, Earl Z,

IVifizesses; 5 (02 m .By his Aft/ urkey,

AM DREW aGRAHAM. PHOTO-LITHQWASHINGION. D C.

NITED STATE CHARLES I. EARLL, OF NEW YORK, N. Y.

CABLE RAILWAY.

SPECIFICATION forming part of Letters Patent No. 546,955, dated September 24, 1895.

Application filed April 6, 1894. Serial No. 506,586. (No model.) I

To aZZ whom it may concern.-

Be it known that I, CHARLES I. EARLL, a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Cable Railways, of which the following is a specification.

This invention relates to cable railways, the object of the invention being to provide an improved and effective mechanism or apparatus for use in connection with a pair of driving-cables, whereby the live cable or the cable it is desired to use will normally be held out of the path of movement of the cable-car grip, and whereby said cable may be shifted into the path of movement of and into position for engagement by the grip of the cable car automatically, and also to so construct and organize said mechanism that one of a pair of cables may be shifted into position for use independent of the other.

In the drawings accompanying and forming a part of this specification, Figure l is a plan .view of a portion of cable road furnished with my improvements for placing one of a pair of cables in the grip of the cable car, said figure showing the mechanism in its normal position, or in the position it occupies when both cables are in their position for non-use, said cables being represented by heavy dotted lines in said figure. Fig. 2 is a side elevation of the same, partially in section. Fig. 3 is a View similar to Fig. 1,it being a plan view of a portion of the cable road showing the cableshifting mechanism in the position it occupies when one of said cables is shifted into position for use. Fig. 4 is a sectional side elevation of the same, showing the grip of the cable car in position for engagement with the live cable, a portion only of the cable being shown in full lines. Fig. 5 is avertical crosssectional view taken in dotted line a (1, Fig.2, looking toward the right hand in said figure. Fig. 6 is a similar cross-sectional view, taken in line b b, Fig. 2,1ooking toward the left hand in said figure. Fig. 7 is a cross-sectional view,

similar to Fig. 6, of a portion of the track structure, showing a cable-car grip and one of the cables as shifted into operative position between the jaws of said grip. Figs. 8 and 9 are end and side elevations, respectively, of the actuating member of the cable-shifting mechanism and the two connecting-links of .the two cable-shifting devices. Fig. 10 is a rear elevation, on an enlarged scale, of a portion of said actuator and connecting-links.

Figs. 11, 12, and 13 are enlarged sectional views, taken in dotted lines o c, Fig. 9, showing the manner of operatively connecting one or the other of the connecting-links of the two shifting devices to the depending actuatorarm.

Similar characters designate like parts in all the figures.

Briefly stated, the cable-railway mechanism, in the preferred form thereof herein shown, comprises a track structure having a grip-slot, a cable-car grip travelingin said slot, a cable, a shiftable cable-carrier adjacent to the grip-slot and in position for normally holding the cable out of the path of movement of the cable-car grip, and a shifting mechanism in operative connection with said carrier, having an actuator member located in the path of movement of the cable-car grip, and adapted to be operated by said grip to shift the cable-carrier and bring the cable carried thereby into the path of movement of the grip.

My improvements, which particularly relate to shifting mechanism for the cable-carriers of a system of cable traction, and to means in connection therewith for automatically operating the same, are applicable to a singlecable railway system or to a cablerailway system employing two cables and commonly termed a duplex system. In the drawings I have shown my present improvements in connection with a duplex system of cable railway; but it is obvious that my invention is applicable to cable railways generally.

' In the duplex system the cables are usually carried in the conduit at a short distance apart and at the same level, one cable only being used at a time; the purpose of having the two cables being that in case of disablement of one cable delay is avoided by having the other ready for use. The cable which is being used will be herein referred to as the live cable, and the other, which is generally kept at rest, will be referred to as the dead cable.

This invention provides improved means whereby one or the other of the two cables in the duplex system of cable traction can be shifted independently of the other and automatically into the path of movement of the cable'car grip, and whereby said cable may be shifted back to its original or normal position automatically, the only operation required of the grip being that it shall be opened just previous to its passing the point where the cable is to be shifted into or out of the path of movement of said grip. The grip may be of the usual side-grip type.

The track structure shown in connection with mypresent improvements comprises the usual track-rails A and A, which along the line of the road, except at the several pits, are supported upon the usual yokes C, only one of which is shown. Midway of the width of the track and formed between the two slotrails 2 and 3 is the usual grip-slot R, which, as in ordinary cable-railway structures, is parallel with the track rails. The track structure, as herein shown, has the usual conduit D, wherein the two cables M and N will be supported along the line of the road by the ordinary supporting-sheaves. (Not shown.) Over the power-station pit and over any intermediate pit or terminal pit the track is supported by a suitable bridgework, usually comprising plate girders and masonry arches, forming the roof of the pit in the well-known manner illustrated in a general way in the several cross-sectional views of the drawings. The grip, designated in a general way by E, may, as before stated, be of the usual side-grip type, it having the lower fixed jaw 25*, the upper movable jaw 26, and the usual devices foropening and closing said jaws relatively to each other.

In connection with a track structure having a grip-slot and in connection with two independently -operable driving cables supported in the usual manner in the conduit of the track structure I have shown provided a cable-shifting apparatus, having a cable-car rier for each of the cables, which carriers are independently shiftable in a direction crosswise of the grip-slot of the track and are each capable of shifting the cable carried thereby into the path of movement of the cable-car grip and into position to be engaged by said grip. For the purpose of effecting the movement of said cable-carriers independently of each other, said carriers are shown supported for independent transverse movement upon a suitable frame, the construction and arrangement of which may be modified to suit the circumstances of any particular case.

The cable-carriers will preferably be, as shown in the drawings, in the nature of vertically-revoluble sheaves Iand J. In the duplex system, such as herein shown, two of these carriers will be employed in each pit and each of said carriers will support a cable, whereas in a single-cable structure but one of said carriers will be employed. These sheaves or cable-carriers I and J are herein shown supported for transverse movement at successive points longitudinally of the track upon the frame 0, which frame is supported at its ends by the masonry or brickwork of the pit in which said sheaves are located. This frame, in the preferred form thereof herein shown, consists ofthe two side bars or beams 33, connected at suitable points by cross-bars 34. These sheaves or cable'carriers will preferably be carried by shafts 1 and 5, supported for longitudinal movement in suitable bearings 6 and 7 upon the side rails of the frame 0, said sheaves being located between said side rails,one at each side of the grip-slot, and being normally retained in the position illustrated in Fig. 1, with their adjacent faces sufficiently remote to permit the free passage between them of the cablecar grip. It is desired to state, in this connection, that my invention is not limited to any particular construction or organization of cable-carrier or of supporting apparatus therefor, as various forms of shiftable cablecarriers and supports might be used without departure from this invention.

One of the chief objects of my present invention is to provide, in connection with a eable-railway structure having a suitable cablegrip and a shiftable cable-carrier, mechanism so constructed and organized as to enable the same to be directly operated by the cable-car grip in its travel to automatically shift the cable-carrier and bring the cable into the path of movement of and into position to be grasped by the cable-car grip. To accomplish this end I have provided in connection with the shiftable carrier or carriers of the track structure a system of levers and connections constituting a shifting apparatus, and in connection with said shifting apparatus I have provided an actuator, which normally lies in the path of movement of the cable-car grip, so that when said cable-car grip in its travel has reached the point where it is desired to shift the cable carried by one of said carriers, said grip will engage the actuator and shift the cable-carrier sufiiciently to bring the cable carried thereby between the jaws of the grip.

Inasmuch as the shifting mechanism for both cable carriers are substantially the same, although oppositely disposed with relation to each other, a description of one of the shift-- ing mechanisms will suffice for a clear understanding of the construction and arrangement of both of the shifting mechanisms shown in the drawings.

In the preferred form thereof herein shown, each cable-shifting apparatus consists chiefly of a bellcrank H, which is connected at one end thereof to the shiftable cable-carrier, a reciprocatory actuator F, pivotally supported for vertical movement at 20 with one portion thereof in the path of movement of the cablecar grip E, a link 10, and athrust-rod 11. The bell-crank H, comprising the two

arms

12 and 13, is pivotally supported for horizontal movement at 14 in vertical bearings 15, formed in a bracket 16, secured to the side rail 33 of the frame 0. The arm 13 of the bell-crank H will preferably be bifurcated at its end, as shown at 17, Figs. 2 and 4, to straddle a thrust-bearing 18, mounted upon the end of the shaft of the cable-carrier. Secured to the opposite arm 12 of the bell-crank is a thrust-rod 11, which in turn is pivotally secured at its opposite end, as shown at 19, to the end of the link 10, loosely mounted upon the shaft or trunnions 20 (as the case may be) of the reciprocatory actuator F. This actuator Fis in the nature of a curved lever fulcrumed near its rear end at 20, between ears 21 of a bracket 22, secured to the yoke O, or to any suitable part of the track structure. This actuator has a depending arm 23 contiguous to the rear end thereof, preferably in alignment with its axis, as clearly shown in Figs. 2, 4, 8, and 9, to the extreme lower end of which is pivotally secured a retracting-rod 24, which rod is pivotally secured at its opposite end to one arm 25 of a retracting-lever K, pivotally supported at 26 in advance of the cable-carrier upon a bracket 27, secured to the side rail 33 of the frame 0, the opposite arm 25' of said lever being curved at its upper end, as shown at 28, and normally lying in the path of travel of the cable-car grip. This lever K constitutes a safety device for insuring the retraction of the actuator F from the position shown in Fig. 4 to that shown in Fig. 2. The curved face 30 of the actuator constitutes a cam, against which the cable-car grip acts in its travel to force the free end 31 of the lever-actuator downward to impart a shifting movement to the cable-carrier, said actuator being preferably counterweighted at its opposite end, as shown at 32, to assist in retracting the same. Where two cable-carriers are em p1oyed,,which will necessitate the use of two shifting apparatuses, as shown in the drawings, the links 10 thereof will be supported, one at each side of the actuator, as most clearly sh own in Figs.

'8 to 13 of the drawings, and the link of the shifting apparatus it is desired to use will be engaged with the depending arm 23 of the actuator, so as to be operated thereby, while the other link of the shifting apparatus in non-use will be thrown out of engagement with said depending arm.

In the drawings, Figs. 8 to 13, I have shown one form of device for operatively connecting either one of said links 10 to the depending arm 23 of the actuator. In the form shown in said figures the depending arm 23 of the actuator is bored transversely, as shown at 35, to receive a clutch-pin 36, which is adapted to slide therein, and the two links 10 are also bored transversely to register with the bore of the actuator-arm 23. The actuator-arm 23 is slotted at one side contiguous to the bore 35 to receive a laterally-projecting pin or stud 37, secured transversely in the clutch-pin 36, said slot permitting the pin to be shifted transversely with relation to the actuator-arm 23 to throw the same into or outof engagement with one or the other of the links 10 of the shifting apparatuses, as will be clearly understood by reference to Figs. 11, 12, and 13 of the drawings. As a means for holding the pin in its adjusted position in engagement with one or the other of said links 1 have shown a holding-plate 3S, pivotally secured to the arm 23 above the stud 37 of the clutch-pin, and having remotely-disposed notches 39 formed in its lower edge, in which the stud 37 will be held in its different positions. The means for connecting one or the other of the links 10 of the two shifting apparatuses may be varied in construction and organization from that shownin the drawings without departure from my invention.

In the drawings, the reciprocatory actuator is shown supported for vertical movement, it being located in vertical alignment with the grip-slot; but it will be obvious that by a slight modification of the connections between said actuator and shifting mechanism that said actuator might be supported at one side of the path of movement of the cable-car grip and be adapted for movementtransversely of the track structure.

As a means for imparting a direct retractive movement to the shifting mechanism to insure the normal retention of the cable-carriers in the position shown in Fig. 1, I have provided each shifting apparatus therefor with a retracting device, which in the form herein shown consists of a spiral spring 40, surrounding each thrust-rod 11, and having a bearing at one end thereof against an ad justable collar 41 and at the opposite end against a fixed bearing 42, herein shown as a flanged plate secured to the yoke O. The tension of the retracting-springs may be varied by adjustment of the collars 41. The actuator F is limited in its upward movement by a stop 43, herein shown as a rod secured between the walls of the conduit D in the path of movement of the free end of the actuator. As an additional security in limiting the throw of the thrust-rod 11, I have provided said rod with adjustable stops, herein shown as jam-nuts, bearing against the rear face of the bearing-plate 42, as clearly shown in Fig. 2 of the drawings.

As will be understood by reference to the drawings, the retracting-springs and counterweight 32 of the actuator might be dispensed with, in which case the shifting mechanism would derive its retractive movement directly from the retracting-lever K, which is connected, as hereinbefore stated, to the depending arm 23 of the actuatcr.

In the operation of myimproved cable railway, the actuator being normally' in the position shown in Fig. 2, (which is the case when the retracting-spring 40 and weight 32 is employed, as shown,) the cable-car grip, traveling in the direction of the arrow, passes between the two cable-car carriers 1 and J, after which it comes in contact with the camface of the actuator, depressing the same to the position shown in Fig. 4, which, through the medium of the shifting apparatus, shifts the cable-carrier I from the position shown in Fig. 1 to that shown in Fig. 3, bringing the cable carried thereby between the jaws of the cable-car grip and in position to be engaged thereby. In the further travel of the cablecar grip, after it has passed the actuator, said actuator is retracted by means of the retracting-spring and weight to its normal position, (shown in Fig. 1,) shifting the cable-carrier I back to its original position out of the path of movement of the cable-car grip. From the foregoing it will be seen that the cable-carrier has an intermittent reeiprocatory movement toward and from the path of travel of the cable-cargrip, it being shifted toward and into alignment with the path of travel and the grip by means of the shifting mechanism and its aetuator,and is shifted away from the path of travel of the grip by means of the retracting device; therefore it will be understood that in one direction of movement of the cable-carrier this places the cable within the cable-car grip, and in the other direction of movement it shifts the cable out of said grip.

In case the retracting spring or weight is dispensed with, the actuator will be thrown to the position shown in Fig. 2 by means of the cable-car grip coming into contact with the retracting-lever K previous to its engagement with the actuator, the depression of the retracting-lever by the cable'ear grip throw-' ing the actuator into operative position and the depression of the actuator bringing the retracting-lever into its operative position or into the path of travel of the cable-car grip, which operation will be fully understood by comparison of the several figures of the drawings. In case all three of the retracting de- Y vices shown in the drawings are employed in erative or fail in their function.

Having thus described my invention, I claim 1. In a cable-railway, the combination with the track-structure having a grip-slot and with the grip of a cable-car, of a shiftable cablecarrier adjacent to the grip-slot and in position for normally holding the cable out of the path of movement of the cable-car grip, and shifting-mechanism in connection with said carrier and having an actuator-member located in the path of movement of the cableear grip and adapted to be operated by said grip to shift the cable-carrier and bring the cable carried thereby into the path of movement of the grip, substantially as described and for the purpose set forth.

2. In a cable-railway, the combination with the track-structure l1avingagrip-slot,and with a cable-car grip, of a transversely-shiftable cahle-carrier, located below said grip-slot, a cable supported by said carrier normally in alignment with, but at one side of the jaws of the cable-car grip, a shifting device in connection with said carrier and having a reciprocatory actuator member adjacent to the grip-slot and in position and adapted to be operated by said grip to shift the cable-carrier and its cable into path of movement of the grip, substantially as described.

3. In a cable-railway, the combination with a track-structure having a grip-slot, of a cablecargrip travelingin said slotand havinglaterally projecting cable-engaging jaws, a transversely shiftable cable-carrier, a cable supported by said carrier normally in alignment with, but at one side of the jaws of the cablecar grip, a shifting device connected with said cable-carrier, a reciprocatory actuator pivotally supported in the path of movement of the cable-car grip and operatively connected with said shifting device, substantially as described and for the purpose set forth.

4. In a cable-railway, the combination with a track-structure having a grip-slot and with the grip of a cable-car, of two transverselyshiftable cable-carriers located one at each side of and below the grip-slot, and shiftingmechanism connected therewith and having an actuator located in the path of movement;

I of the cable-car grip and adapted to be operated thereby to shift one or the other of said carriers transversely of the track-structure to bring the cable carried by said carrier into position for engagement with said grip, substantially as described and for the purpose set forth.

5. In a cable-railway, the combination with a track-structure having a grip-slot and with the grip of a cable-car, of two transverselyshiftable cable-carriers located one at each side of, and below the grip-slot, independent shifting-devices for each of said carriers and an actuatortherefor having a portion thereof located in the path of movement of the cablecar grip and adapted to be operated by said grip, substantially as described and for the purpose set forth.

6. In a cable-railway, the combination with the track-structure having a grip-slot and with the grip of a cable-car, of transversely-shiftable cable-carrying sheaves located one at each side of, and below said slot, shifting mechanism for the cable-carrying sheaves comprising levers and connection embodying an actuator-member supported in position and adapted to be operated by the grip of a cable car, substantially as described and for the purpose set forth.

7. In a cable-railway, the combination with the track-structurehavinga grip-slot and with the grip of a cable-car, of two cable-carrying sheaves supported one at each side of, and below the grip-slot and adapted for transverse movement with relation to said grip-slot, two cables carried one by each sheave, and shifting-mechanism for the cable-carrying sheaves comprising levers connected with said sheaves, an actuator located below and in vertical alignment with the grip-slot and in position to be operated by the cable-car grip, and connections between said levers and actuator, substantially as described and for the purpose set forth.

8. In a cable-railway, the combination With a track-structure having a grip-slot and with the grip of a cable-car, of cable-carriers supported for movement transversely of the gripslot, levers connected with said carriers, an actuator connected by thrust-rods with said levers and located in the path of movement of the cable-grip and adapted to be operated by said grip to throw one or the other of said carriers inward toward the grip-slot, and means for automatically imparting a return movement to said parts, substantially as described.

9. In a cable-railway, the combination with the track-structure having a grip-slot and with the grip of a cable-car, of a transversely-shiftable cable-carrier and shifting mechanism therefor embodying two oppositely-disposed actuator-members located in the plane of the grip-slot, one of which members is adapted for actuating the shifting-mechanism to shift one or the other of the carriers in one direction, and the other of which members is to actuate the shifting mechanism to shift the carrier in the opposite direction substantially as described and for the purpose set forth.

10. In a cable-railway, the combination with the track-structure having a grip-slot, and with the transversely-shiftable cable-carriers and their shifting-mechanism, of two connected actuator-members located below the gripslot and adapted to impart alternate opposite movements to said carriers through the medium of the shifting-mechanism, and a cablecar grip in position and adapted for successively engaging said actuator-member's, substantially as described and for the purpose set forth.

11. In a cable-railway, the combination with the track-structu re having a grip-slot and with a cable-car grip movably-supported in said slot, of two independently-operable cable-carriers supported for transverse shifting movement one at each side of, and below the gripslot, a cable supported by each of said carriers normally out of alignment with the gripslot, and actuating mechanism in connection with said carriers and embodying an actuator member supported in the path of movement of the cable-car grip and adapted for operating and shifting one or the other of said carriers into and out from alignment with the grip-slot, substantially as described and for the purpose set forth.

12. In a cable-railway, in combination, a track-structure having a transversely-shiftable cable-carrier, shifting mechanism in connection with said cable-carrier and adapted for shifting the carrier in one direction, a cable supported by said carrier, a cable-car grip adapted for engagement with and disengagement from said cable, a reciprocatory actua tor pivotally-supported below the grip-slot and in the path of movement of the cable-car grip and operatively connected with the shiftin g mechanism of the cable-carrier and adapted to be operated by the cable-car grip to antomatically shift the cable into said grip, and

a retracting-device in operative connection with the carrier shifting mechanism and adapted for automatically retractingthe shifting mechanism to shift the cable out of said grip, substantially as described.

13. In a cable-railway, the combination with a cable-car grip; and with a cable-sustaining carrier, rotatable in a plane substantially perpendicular to the plane of the rails of the line of way, and shiftable substantially in parallelism with, and at right angles to, the normal path of travel of the cable, and also shift able substantially in parallelism with the plane of the rails of the line of way; of an actuator, located in the path of movement of, and adapted to be operated by, the grip; and shifting mechanism intermediate of and connecting said actuator and the cable-carrier, substantially as described.

14. In acable-railway, the combination with a track-structure having a grip-slot in parallelism-with the tracks thereof and having a cable-car grip movably supported in said grip-slot, of two independently shiftable cable-carriers located one at each side of, and below said grip-slot, an independent shift ing-device for each cable-carrier, a reciprocatory actuator located in the path of movement of the cable-car grip and connected with one or the other of said shifting devices, and means for normally retaining the actuator in position for engagement by the cable-car grip, substantially as described and for the purpose set forth.

15. In a cable-railway, the combination with a track-structure having a grip-slot and with a shiftable cable-carrier adjacent to the gripslot and in position for normally holding the cable carried thereby out of the path of the grip, of a vertically reciprocatory actuator having a cam-face in alignment with the grip-slot and having a depending actuatorarm, a shifting-device comprisinga bell-crank connected with said cable-carrier, and a thrust-rod connecting said bell-crank with the arm of the actuator, a cable-car grip adapted for depressing the actuator, and means substantially as described, for elevating said actuator, substantially as specified.

16. In a cable-railway,the combination with the track-structure having a grip-slot and with a cable-car grip supported in said slot, of a cable-carrier adjacent to the grip-slot in position for normally holding a cable out of the path of movement of the cable-car grip, shifting mechanism in connection with said carrier, and two remotely-disposed actuators, operatively connected together and with the shifting mechanism, and located in the path of movement of the cable-car grip and adapted for shifting the carrier in opposite directions, substantially as described.

17. In a cable-railway, the combination with a track-structure having a grip-slot, and a cable-car grip supported in said slot, of a shiftable cable-carrier, an actuator located in the,

path of movement of the cable-car grip and adapted to be operated by said grip in its travel, shifting mechanism connecting said actuator with the shiftable cable-carrier, and a retracting-spring intermediate to said actuator and cable-carrier, substantially as described and for the purpose set forth.

18. In acablerailway, the combination with a track-structure having a grip-slot and with a cable-car grip supported in said slot, of a shiftable cable-carrier, shifting mechanism in connection with said cable-carrier and having an actuator member supported for movement in the path of movement of the cablecar grip, and a retracting-lever in operative connection with said actuator andin position for operation by said grip, substantially as described.

19. In a cable-railway, the combination with.

the track-structure having a grip-slot, a cablecar grip supported for movement in said slot, of a shiftable cable-carrier adjacent to said slot, shifting-mechanism in connection with said carrier, and two oppositely-disposed actuators supported in the path of movement of the cable-car grip one at each side of the carrier and operatively connected together and with the shifting-mechanism, substan tially as described and for the purpose set forth.

20. In a cable-railway, the combination with the track-structure having a grip-slot, and with the grip of a cable-car, of a cable-carrier supported for intermittent reciprocatory movements transversely of the grip-slot, shifting-mechanism in connection with said cablecarrier and embodying an actuator supported in the path of movement of and adapted to be operated by the grip to shift the cablecarrier transversely to place the cable carried thereby into the cable-car grip, and a retracting-device in connection with and adapted for shifting the cable carrier in the opposite direction to withdraw the cable from said grip, substanially as described.

21. In acable-railway,the combination with the track-structure having a grip-slot and with the grip of a cable-car, of a cable-carrier supported for transverse reciprocatory movements below the grip-slot, grip-actuated shifting mechanism in connection with and adapted for shifting the cable-carrier in one direction, transversely of the grip-slot and. a spring actuated retracting-device in connection with and adapted for automatically shifting the cable-carrier in the opposite direction, substantially as described and for the purpose set forth.

CHARLES I. EARLL.

Witnesses:

CHAS. W. RIECKS, D. TAYLOR.