US592831A - Electric-railway system - Google Patents

Description

(No Model.) 3 Sheets-Sheet 1.

W. ROBINSON.

ELECTRIC RAILWAY SYSTEM.

Patented Nov. 2, 1897.

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(N o Model.) 8 Sheets8heet 2. W. ROBINSON. ELECTRIC RAILWAY SYSTEM.

No. 592,831. Patented Nov. 2,1897.

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W. ROBINSON. ELECTRIC RAILWAY SYSTEM.

No. 592,831. Patented Nov. 2; 1897.

WITNEESE-i I UNITED STATns- PATENT OFFICE.

- WILLIAM ROBINSON, OF BOSTON, MASSACHUSETTS.

ELECTRIC-RAILWAY SYSTEM.

SPECIFICATION forming part of Letters Patent No. 592,831, dated November 2, 1897.

' Application filed February 15, 1 895. Serial No. 538,493. I (No model.)

To all whom it mag concern.-

Be it known that 1, WILLIAM ROBINSON, a citizen of the United States, residing at Bos ton, in the county of Suffolk and State 'of Massachusetts, have invented a new, useful, and Improved Electric-Railway System, of which the following is a specification.

The nature of my invention will be understood from the description which follows, ref-l erence being had to the accompanying draw-[ 1 ings, which form a in which 7 Figure 1 is a diagram illustratingthe general principles of my invention. Fig. 2 is a similar view illustrating my invention some: what simplified by the elimination of portions of the conductors shown in Fig. 1. shows the automatic switch and circuit-equalizer mounted in a practical manner on an in sulating or non-conducting base. Fig. 4 is a cross-section of a motor-car and the conduit, showing the working arrangement of the trolley or contact carriage and of the working circuits in the conduit. Fig. 5 is a side view of the working trolley-carriage, while Fig. 6 is an end view, and Fig. 7 a top view, of the same; and Fig. 8 is a side view showing an part of this specification,

. alternate form of the contact devices of the trolley or contact carriage.

A is an electric generator, B a main-line conductor or feed-wire proceeding therefrom and carrying a comparatively high potential current for drivingthe'car-motors,and O is the return-conducto'r, which may consist either of the rails o f the track in the usual'mann'er or of a special conductor, preferably mounted on insulated supports and disposed in a conduit or elsewhere in any suitable or convenient manner.

D is the working conductor, made in successive sections a b c, &c., of any convenient or desired length.

E is an extra'conductor, also formed in successive sections 6 fg, &c., parallel and corresponding to the sectional conductors a b c, &c.

The magnet M has its electrodes connected to the sections a 6, preferably at or near one end of said sections, by the conductors z 2".

In like manner the magnet M has its electrodes connected to one end of the conducting-sections h f by the conductors 7c k and the magnet M has its electrodes connected to onzelend of the sections 0 gby the conductors Fig.

v The magnets, M, M, and M are connected in series and are provided, respectively, with a'rm'atures arranged to be operated and controlled by said magnets in any usual or suitable Inanner.

F is a generator producing an electric current of comparatively low potential, and this current is utilized to energize and control the magnets M M M.

The direction ofthe low-potential or controlling currentthat is, the primary current is indicated by the waving arrows and the direction of the high-potential or motor-driving current by the straight arrows.

In Fig. '1 the circuit from the generator F is traced as followszthrough the conductor m, working section a, wire 2', magnet M, wire Li, extra section e, wire m, shunt-lever 'n, wire it workin section b across the trolle T eX- I a c 7 y tra section f, wire 0, resistance r, working section 0, magnet M, extra section g, wire 0, lever 19, and return-conductor G to the generator F, thus completing the circuit. Thus it will be seen by inspection of Fig. 1 that the generator Fthat is, the source of electric supplyis connected to one end of each set of parallel sectional contact-conductors a e b f,&c., while the respective switch-magnets M M, &c., are connected electrically to the opposite ends of said respective sets of parallel sectional contact-conductors a e I) f, &c., whereby the-current to each switch-magnet traverses the whole length of the parallel contact-sections to which said magnet is connected. 1

It is evident that when there is no car or trolley onthe sectional conductor-lines D E the current is passing continuously through the magnets M M Mthat is, said magnets are in a continuous or constant circuit and magnetized as their normal condition. When, however, as shown in the drawings, the shortcircuiting trolley T makes metallic connection between the sections 1) f, the current passes through said trolley, as already indicated. Thus said trolley cuts out and demagnetizes the magnet M by short-circuiting. This magnet, therefore,'thus demagnetized, lets go its armature q, and the spring q draws back the armature-lever q and presses it against the anvil or contact-point 3, thus completing the working circuit from the main conductog B through the wire 3, anvil 8, armature-lever q, wire 3, working section b,

trolley T, wire 25, ear-propelling motor II, wire 25, trolley T, and return-conductor C, thus completing the working or secondary circuit.

Vhen the trolley T passes off the sections bf, the current returns to the magnet M, which immediately attracts the lever q and, by opening the contactpoints at s, disconnects the line-wire B from the working section '1). At the same time the trolley T, passing to a new section, demagnetizes the switch magnet of that section and thus connects the main-line conductor B to the workingsection entered upon, as already described.

Vhen there is a large number of cars in operation on different sections, a correspondin gly large number of the switch-magnets will be cut out of the line by short-circuiting. This means that the resistance of the line would be diminished in proportion to the resistance of the number of magnets cut out, a condition which would be liable to disturb the equilibrium of the line and to throw too much current on the switch-magnets remai11- ing in circuit. To obviate this and to preserve a perfectly-balanced resistance in the line under all circumstances, I cause the movement of the armature-lever to automatically switch into the line a resistance equal to that of the switch-magnet cut out by the passing car. An inspection of the drawings will show how this is done.

When the magnet M is in its normal condition of magnetization, the current over the wire m passes across the contact-points at It and through the shunt-lever n to the sectional conductor Z), thus cutting out by short circuit the resistance 7', which is intended to be approximately equal to the resistance of the magnet M. On the next section, however, a different condition is illustrated. Here the trolley T connects the seetionsb f, thus shortcircuiting and cutting out the magnet M. Said magnet thus demagnetized releases its armature and allows the armature-lever q to swing back, thus opening the contact-points at it, since the armature-lever q and the shunt-lever p are connected together and move in unison. This movement, it is evident, shunts the lever 11 out of circuit and brings the resistance r into cireuit that is, the resistance r is caused to replace the resistance of the magnet M cut out of circuit by the trolley T. Thus the normal resistance of the low-potential or primary circuit is readily preserved in balance and equilibrium under all working conditions.

The connecting-rod w, connecting the levers a and 12. together, is preferably made of nonconducting material, thus preventing the possible passage of the hi gh-potential current between these levers.

In Fig. 2 the wires m 0 0 (shown in Fig. 1) are eliminated and the wires 11, 7t, and Z are connected, respectively, directly to the shuntlevers n, 1), and 1). Otherwise the circuits are the same as already described, and the principles of operation are exactly the same in the two figures. By this arrangement I get rid of the wires m, o, and othat is, of one entire line-wire-thus simplifying the circuits and cheapening the construction.

The low-potential or primary circuit, as shown in Fig. 2, may be traced by the waving arrows as follows: from the generator F, by wire on, section a, wire 1', magnet M, wire 2", branch wire 6, shunt-lever n, wire 11, section I), trolley T, section f, wire 7r, branch wire f, resistance r, (the magnet M and shunt-leverp being cut out of circuit, as already described,) wire it, section 0, wire Z, magnet M, part of wire Z, branch wire (1, shunt-lever p, and return-conductor G to the generator F, completing the circuit. In connection with Fig. 2 it will also be observed that the extra sections 6 f g are dead, except when the trolley T brings them into circuit.

In the switch instrument shown in Fig. 3 a sheet of mica or other suitable non-conductor a is inserted between the poles of the magnet M and its armature in order to prevent the possibility of the highpotential current jumping from the armature-lever a to said magnet-cores.

As all the sections of the working conductor D are out of circuit except the sections directly under control of passing cars the exposure to leakage of high-potential current from said line D is confined to leakage from such sections of said line as may be in circuit, as aforesaid, under the control of passing cars. The trolley T, however, in contact with the section Z), for instance, closes a direct and complete metallic circuit, as may be seen by inspection of the drawings, for the high-potential current, and therefore under the most unfavorable and exposed conditions the leakage of current cannot be more than nominal, since the complete insulated metallic circuit provided is a much better conductor than any of the surrounding media.

The low-potential or primary circuit is always metallic, and the potential of the current is so low that there cannot be sullicient leakage through ordinary channels to interfere with the proper working of the apparatus.

In operating this system I prefer to place all the conductors, properly insulated, in a conduit, the trolley also, suitably attached to the car, running in the conduit in contact with the contact-conductors, as illustrated especially in Fig. 4. Here the contact-conductors O, D, and E, located in the conduit L, appear as angle-bars insulated from their supports I K, as shown at b 0 and Q2.

The sectional conductor-lines D E are placed one above the other for convenience of operation and the conductors C D, carrying the high-potential current, are placed at opposite sides of the conduit to be as far apart as possible.

N represents the working trolley-carriage, consisting, essentially, of the two sections or parts (Z c, insulated from each other, as shown at f The section or part c is provided with the wheels or contacts 9 h mounted in the frame 2' and making contact with the sectional conductor-line D. Y The bar 10 moves freely up and down relatively to the frame t and is provided with the wheels or contacts Z m which make traveling contact with the extra sectional conductor-line E.

- The spring n inserted between the bar 1: and the frame 2' tends to push said bar and frame apart, thus pressing said wheels or contacts 9 h and Z m firmly against the conducting-lines DE. All the parts of the section 6 of the trolley-carriage N are in direct metallic connection with each other and form a short circuit between the sectional conducting-lines D E. i

The section d of the trolley-carriage N is provided with the wheels or contacts 0 12 which make contact with the return-conductor C. One of these wheels 0 19 would be sufficient to make electrical connection with the conductor 0, but the two make the connection more certain and balance the trolleycarriage better.

The section 6 of the trolley-carriage N is, in the matter of establishing a short circuit between the conducting-lines D and E, an equivalent of the trolley T, (shown in the diagrams,) but is more fully developed in order to accomplish other necessary practical re-- sults than said diagrammatic trolley T.

It will be observed that the section e of the trolley-carriage N has a double set of trolleys, g 71 traveling in contact with the sectional conductor D and Z m traveling in contact with the sectional conductor E, as already described. The object of this is to insure one set of sections of said conductors being brought into circuit before the preceding sections are thrown out of circuit, thus insuring the continuity without interruption of the working current supplied to the car propelling motors. Again, the trolleys g h are nearer together and nearer to the center of the trolley-carriage than the trolleys Z m for reasons which will be understood by reference to Fig. 2, in which the section 6 of the trolley-carriage N is shown substantially in dotted outline. If in passing to the left, for instance, the trolley i should leave the section f before the trolley 9 should leave the section b, the primary current would return to and magnetize the magnet M, which would thus attract its armature and open the contact-points at 8 while the heavy working on rrent was still passing over said contact-points, since the working circuit would still be closed between the trolley and the section b. This of course would produce an arc and burning and possibly a welding of said contact-points. When, however, the trolley 9 leaves the section 6 before the trolley Z leaves the section f, the working circuit being broken between the trolley and the section b, the current ceases to pass through the section b and across the contact-points at 8. At the same time the primary'current passes from the conductor-section a to the conductor-section f across the trolleycarriage, and thence through the resistance r and the following sections of the conductor D, still leaving the magnet M cut out of circuit as long as the trolley Z remains in contact with the section f. As soon, however, as the trolley Z leaves the section f the primary current returns to and magnetizes the magnet M, as previously described. By this arrangement it is evident the working current has ceased to flow across the contact-points s a perceptible length of time before the remagnetization of the magnet M can possibly move the armature-lever q and open the contact-points at s. As a consequence there can be no possible arcing or burning of the contact-points s.

The section d of the trolley-carriage N takes the place in practical working of the diagrammatic trolley T. (Shown in the diagrams.)

The working current from the line D passes by the conductor r up through the conduitslot 25 'thence to the car-driving motor P, mounted on the car-truck R, thence returning by the wire 8 to the trolley-section d and the return-conductor O.

The trolley-carriage N is flexibly connected to the trolley-bar n and has a slightly rocking motion on the same, as shown at 12 to allow the trolley-carriage to keep a proper position relatively to the contact-conductors even when the said trolley-bar a is somewhat out of its normal vertical position. The spring 10 between the trolley-carriage N and the trolley-bar a tends to keep these parts steady and in their proper normal relation to each other.

The trolley-bar n is preferably supported on springs a said springs in turn being supported by the car-truck R, as shown. These springs a press the trolley-bar v. upward, thus raising the trolley-carriage and pressing it firmly against the conductors O and D.

In Fig. 9 wire contact-brushes g h Z m are used instead of the trolleys or rollers heretofore described. These brushes maybe arranged to make connection with the sides or any other suitable part of the contact-conductors.

I prefer to make the contact-points c c, as shown in Fig. 3, of carbon, the better toinsure the prevention of arcing at these points.

Having thus described myinvention, what I claim as new, and desire to secure by Let ters Patent, is

1. The combination, substantially as described, of a continuously-closed electric circuit, a plurality of electromagnets connected in series and included in said circuit, said magnets being operated without opening the circuits thereof, a source of electric supply furnishing current to said circuit, two lines of contact-conductors made in parallel sections normally included in said continuouslyclosed circuit, the source of electric supply being connected to one end of each set, or parallel pair, of sections of contact-conductors and the respective magnets to the opposite ends of the said respective sets of parallel sections of contact-conductors, and means for demagnetizing each of said magnets in succession, independently of the others, by making short-circuiting connection between said parallel sets of sectional contact-conductors in succession.

2. The combination, substantially as described, of a continuously-closed electric circuit, a plurality of electromagnets connected in series and included in said circuit, said magnets being operated without opening the circuits thereof, a source of electric supply furnishing current to said circuit, two lines of contact-conductors made in parallel sec-' tions normally included in said contin uouslyclosed circuit, the source of electric supply being connected to one end of each set or parallel pair of sections of contact-conductors and the respective magnets to the opposite ends of the said respective sets of parallel sections of contact-conductors, and a traveling short-circuiting device arranged to demagnctize each of said magnets in succession, independently of the others, by making shortcircuiting connection between said parallel sets of sectional contact-conductors in succession.

3. The combination, substantially as decircuiting device arranged to keep each of said magnets in succession under short-cir-- cuit while said short-circuiting device is traveling a specified distance in contact with the parallel sections of conductors forming a part of the circuit adjacent to said magnets respectively.

4E. The combination, substantially as de-j scribed, of a continuously-closed electric circuit, a plurality of electromagnets connected in series and included in said circuit, said magnets being operated without opening the circuits thereof, a source of electric supply furnishing current to said circuit, two lines: of contact-conductors made in parallel sec-I tions normally included in said continuouslyclosed c1rcuit, the source of electric supply belng connected to one end of each set, or

parallel pair of sections, of contact-conductors, and the respective magnets to the opposite ends of the said respective sets of parallel sections of contact-conductors, a traveling short-circuiting device arranged to demagnetize each of said magnets in succession, and independently of each other, by making short-circuiting contact between said parallel sets of contact-conductors, and an additional circuit including translating devices, said additional circuit being operated and controlled by the said magnets, in succession, included in said first-named circuit.

5. The combination, substantially described, of a continuously-closed electric circuit, a plurality of electromagnets connected in series and included in said circuit, said magnets being operated without opening the circuits thereof, a source of electric supply furnishing current to said circuit, two lines of contact-conductors made in parallel sections normally included in said continuouslyclosed circuit, the source of electric supply being connected to one end of each set of parallel sections of contact-conductors and the respective magnets to the opposite ends of the said respective sets of parallel sections of contact-conductors,a car-propelling motor included in an independent circuit, the circuit of said motor being controlled at successive stages by said magnets in succession, and means for operating or controlling said magnets without actually opening the circuit thereof.

6. The combination, substantially as described, of a continuously-closed electric circuit, a plurality of electromagnets connected in series and included in said circuit, said magnets being operated without opening the circuits thereof, a source of electric supply furnishing current to said circuit, two lines of contact-conductors made in parallel sections normally included in said continuouslyclosed circuit, the source of electric supply being connected to one end of each set or pair of parallel sections of contact-conductors and the respective magnets to the opposite ends of the said respective sets of parallel sections of contact-conductors, a traveling motor included in an independent circuit, the circuit of said motor being made operative through the demagnetization of said magnets, and means for demagnetizing said magnets in succession by short-circuitin g.

'7. In an electric-railway system, the combination,substantially as described,of a feedwire, the working conductor formed in successive sections normally disconnected from said feed-wire, a motor traveling in electrical connection with said working conductor, a continuously-closed circuit including a plurality of electromagnets connected in series, said magnets being operated or controlled without opening the circuit thereof, the actuation of each of said respective magnets operating to, connect one of said sections of working conductor to the feed-wire and to disconnect the same therefrom.

8. In an electric-railway system, the combination,substantially as described, of a feedwire, the working conductor formed in successive sections normally disconnected from said feed-wire, a motor traveling-in electrical connection with said working conductor, a continuously-closed circuit including a plurality of electromagnets connected in series, said magnets being operated or controlled without opening the circuit thereof, the actuation of each of said respective magnets operating to connect one of said sections of working conductor to the feed-wire and to disconnect the same therefrom, and means for demagnetizing said magnets in succession by short-circuiting.

9. In an electric-railway system, the combination, substantially as described,of a feedwire, the working conductor formed in successive sections normally disconnected from said feed-wire, a car-propelling motor receiving current from said feed-wire through said sections of Working conductor, a continuously-closed circuit including a plurality of switch magnets connected in series, said switch-magnets controlling the circuit of said motor, and a traveling short-circuiting device arranged to keep said switch-magnets successively under short circuit while said device is traveling in contact with specific portions of the circuit including said switch magnets.

10. The combination, substantially as described, of a feed-wire, the working conductor formed in sections normally disconnected from said feed-wire, a traveling motor arranged to receive current from said feed-Wire through said sections 'of working conductor, a continuously-closed circuit including a plurality of switch-magnets connected in series, the demagnetization of either of said magnets operating to connect the feed-Wire to one of the sections of working conductor, and means for demagnetizing said magnets by short-circuiting.

11. In an electric-railway system, the combination, substantially as described, of the line or feed wire, the return conductor, the Working conductor formed in successive electrically-disconnected sections, said sections being n ormally disconnected from said feedwire, and a plurality of switch-magnets connected in series and included in a continuously-closed circuit, said magnets being 0perated or controlled without opening the circuit of the same, the operation of said magnets respectively, controlling and determining the positions of the respective sections of said working conductor relatively to their connection with or disconnection from, said line or feed wire.

12. In an electric railway system, the combination, substantially as described, of the line or feed wire, the return-conductor, the working conductor formed in electrically-disconnected sections, said sections being normally disconnected from said feed-wire, and a plurality of switch-magnets connected in series and included in a continuously-closed circuit, said magnets being operated or controlled without opening the circuit of the same, the magnetization of said magnets, respectively, disconnecting the respective sections of working conductor from said line or feed wire.

13, The combination, substantially as described, of a continuously-closed electric circuit, a plurality of electromagnets connected in series and included in said circuit, said magnets being operated without opening the circuits thereof, a source of electric supply furnishing current to said circuit, two lines of contact-conductors made in parallel sections normally included in said continuouslyclosed circuit, the source of electric supply being connected to one end of each set or pair of parallel sections of contact-conductors and the respective magnets to the opposite ends of the said respective sets of parallel sections of contact-conductors, a traveling short-circuiting device arranged to demagnetize said magnets in succession by making short-circuiting contact successively between said parallel sets of sections of contact-conductors, a feed-wire, working conductor, and a motor deriving current therefrom, said magnets in succession operating to control the transmission of working current to said motor.

14. In an electric-railway system, the combination, substantially as described, of a plu- 'rality of electromagnets connected in series and included in a continuously-closed circuit formed in part of successive disconnected contact-sections, said magnets being operated or controlled without actually opening the circuit thereof, and said magnets, respectively, being electrically connected to the respective sections of said conductor, means for demagnetizing said magnets in succession by short-circuiting, an additional or working normally disconnected from the line or feed wire, a car-propelling motor included in the Working circuit, the operation of said magnets successively connecting the respective sections of said Working conductor to said line conductor and disconnecting said sections from said conductor.

15. In an electric-railway system, the combination, substantially as described, of the line or feed wire, the return-conductor, the working conductor formed in successive sections, magnets included in a constant circuit formed in part of said sections of the working conductor, an electric generator furnishing current to said magnets, said magnets being connected in series but operating independently of each other, the magnetization of said magnets, respectively, disconnecting the respective sections of working conductor from said line or feed wire.

16. In an electric-railway system, the combination, substantially as described, of the line or feed wire, the return-conductor, the

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working conductor formed in successive sections disconnected or insulated from each other,a plurality of electromagnets connected in series and included in a constant circuit formed in part of the respective sections of said working conductor and in part of independent sectional conductors, said magnets operating independently of each other and being actuated or controlled without opening the circuits of the same, and an electric generator furnishingcurrent to said magnets, the operation of said magnets respectively, controlling and determining the status of the respective sections of said working conductor relatively to their connection with or disconnection from said line or feed wire.

17. In' combination, substantially as described, an electric circuit, an electromagnet included therein, a source of electric supply furnishing current to said circuit, an armature operated or controlled by said magnet and a resistance under control of said armature, the cutting out or demagnetization of said magnet releasing said armature and bringing said resistance into circuit, and the magnetization of said magnet reversing the operation and cutting said resistance out of circuit, thus preserving, approximately, the normal resistance of said circuit.

18. In an electric system, the combination, substantially as described, of a series of electromagnets arranged to be operated and controlled independently of each other, said in agnets receiving current from a common source of electric supply, and a series of resistances connected with said magnets respectively and under control of the same, the magnetization of any of said magnets operating to shunt the resistance connected therewith out of the main circuit by short-circuiting said resist- .anee, and the cutting out or demagnetization of said magnet operating to restore said resistance to the main circuit by opening said short circuit.

19. In a railway system, the combination substantially as described, of a series of electromagnets under control of a passing vehicle and arranged to be operated independently of each other, and a series of resistances connected with said magnets respectively, said resistances being shunted out of the main circuit when said magnets are magnetized, the cutting out or demagnetization of any of said magnets operating to throw an equivalent resistance into said circuit, thus preserving the normal resistance of said circuit.

20. In a railway system, the combination substantially as described, of a plurality of electromagnets connected in series and under control of a passing vehicle, said magnets being arranged to be operated independently of each other, and a series of resistances connected with said magnets respectively, and under control of the same, said resistances being cut out of the main circuit when said magnets are magnetized, the cutting out or demagnetization of any of said magnets operating to throw an approximately equivalent resistance into said circuit, for the purpose of preserving the normal resistance in said circuit.

21. The combination, substantially as described, of the magnet M, its armature-lever a, the resistance r, the shunt-lever n and the rod w connecting said levers a and n together, the movement of the armature-lever a operating to shunt the resistance 1* into or out of circuit.

22. In combination, the magnet M, its armature l), the armature bearing or support, and the sheet of mica or other insulating ma terial, a secured to said armature-bearing and inserted between said armature and the poles of said magnet, substantially as and for the purpose specified.

23. In an electric-railway system, a trolley or contact carriage consisting, essentially, of two independent sections or parts in direct metallic connection with each other and adjustably connected together, said sections or parts being arranged to make short-circuitin g connection between two independent conductors insulated from each other, means for automatically spreading said sections adjustably apart, and a third contact'scction insulated from the others and arranged to make connection with a third independent conductor, substantially as described.

24. In an electric-railway system, the combination of two lines of contact-conductors, each made in successive detached sections, and a traveling trolley or contact carriage provided with two overlapping contact devices, one for contact with each of said conductors, one of said contact devices extending beyond the other at both ends, whereby the sections of one of said conductors will be brought into circuit earlier and retained in circuit longer than the sections of the other conductor, substantially as and for the purpose specified.

25. The trolley-carriage N, consisting, essentially, of the contact-sections (Z 6 insulated from each other and arranged to complete the working circuit between the conductors D, O and the traveling motor P, the section 6 of said trolley-carriage being provided with contact devices arranged to make short-eircuiting connection between the conductors D and E, substantially as described. 26. In combination, the trolley-carriage N, the supporting-bar 10 extending from the cartruck R, said bar supporting said trolley-earriage flexibly, and the spring 10 arranged to limit and steady the rocking movement between said bar and said trolley-carriage, substantially as described.

WILLIAM ROBINSON. Witn esses:

JAS. W. RIPLEY,. HENRY W. WILLIAMs.

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