US748621A

US748621A - Ho model

Info

Publication number: US748621A
Authority: US
Publication date: 1904-01-05
Anticipated expiration: 1921-01-05

Description

No. 748,621. PATENTED JAN. 5, 1904; G. J. KINTNER.

SAFETY SYSTEM OF ELECTRIC RAILWAYS.

APPLIOATION FILED NOV. 15, 1902.

N0 MODEL. 5 SHEETS-SHEET 1.

mineaa ea .Zkverdfor THE uonms PETERS o0. mom-1.1mm WASHINGTON, n. c

- No. 748,621. PATENTED JAN. 5, 1904.

c. J. KIANTNBR.

SAFETY SYSTEM OF ELECTRIC RAILWAYS.

APPLICATION FILED NOV. 15, 1902.

no MODEL. F 5 SHEBTSSHEET 2.

flue nio 7 Wxlinea 6 5 d 7 m: NORRIS PEYERS co.. PHOTO-LITHO..WASF\INI17DN, a. c.

' No. 748,621. k PATENTED- JAN. 5, 1904.

Q a. J. KINTNER. v SAFETY SYSTEM OF ELECTRIC RAILWAYS.

APPLICATION rmm NOV.15, 1902.

' 5 sums-sun's.

N0 MODEL.

K N k g WITNESSES: INVENTOR %7 0&1 wwg K I PATENTED JAN. 5, 1904.

0. J. KINTNER V SAFETY SYSTEM OF ELEGTRIG RAILWAYS.

APPLIUATION FILED NOV. 15, 1902.

N0 EODEL. 6 SHEETSSHEET 4.

k I k x g is WITNESSES: INVENTOR /5 5%,4Z 5+ K 9 m: NORRIS PETERS cu. puofmumo, wnsmumon, u c,

No. 748,621. PATENTBD JAN, 5, 1904.

G. J. KINTNER.- SAFETY- SYSTEM OF ELECT-RIG RAILWAYS.

APPLICATION FILED NOV. 15, 1002,

no IODEL. 5 sums-sum- 5.

Jili

YHF. NORRIS PEYERS co, PHOYO-LH'NQ. wummma. o. c.

Patented January 5, 1904.

PATENT OFFICE.

CHARLES J. KINTNER, OF NEW YORK, N. Y.

SAFETY SYSTEM OF ELECTRIC RAILWAYS.

SPECIFICATION forming art of Letters Patent No. 748,621, dated January 5, 1904. Application filed November 15, 1902. Serial No. 131,506. (No model.)

To ctZZ whom it may concern:

Be it known that I, CHARLES J. KINTNER, of New York, borough of'Manhattan, county and State of New York, have made a new and useful Invention in Safety Systems of Electric- Railways, of which the following is a specification.

My invention is directed particularly to improvemen ts in safety systems of electric railways of the sectional-conductor or third-rail type; and it has for its objects, first, to pro,- vide a novel arrangement of circuits and circuit connections whereby the sectional conductors are automatically connected to and disconnected from a current feeder or main without damaging arcing at the terminals and the current-supply maintained substanin a double or duplex watertight box, the

outer or surrounding portion of which is removable, exposing a manual switch-controlling device adapted to be usedby the motor man under certain conditions for closing'the switch, the inner box being provided with a transparent lid or cover enabling one to ex amine the condition of the terminals without having actual access thereto.

In prior patents heretoforejgranted to me' I have described and claimed a novel method of and means for preventing abnormal arcing at the switching-terminals where the sectional conductors are connected to and dis connected from a current feeder or main by lowering the current poteu'tial as a car passes current-potential is neverinterrupted orsubstantially varied other than at the generators themselves, and I cause the sectional conductors to be disconnected from the current feeder or main at all times without damaging arcing while the current is flowing to the mo- ,tors on board the cars, thus making it possible for a car or train to stop directlyover a switch or at any point on the route and enabling it to start up again on connecting the .motors to the contact-shoes or current-collectors resting upon the sectional conductors or third rails over which the car or train may be standing.

My invention will be fully understood by referring to the accompanying drawings, in

which- Figures 1 and 2 illustrate diagrammatically one form of the apparatus, the sheets of the drawings being placed end to end with Fig. 1 upon the left, the outline of a car, its motor, and circuit connections being shown in plan view in Fig. 2, three switch-boxes for three sections on the route being shown in sectional view, with the switching apparatus contained therein in plan. Fig. 3 is 2. diagrammatic view of amodified form of the in- .vention in which all of the sectional cond uctors or third rails and the circuit-controlling contacts or conductors are normally without current-potential. Fig. 4 is a diagrammatic view similar to Fig. 3, in which all of the sectional conductors or third rails and theswitch controlling third rails or conductors are located in alinement with each other. Fig. 5 is a sectional view of the switch-box, taken through Fig. 6 on the line X X and as seen looking thereat from the bottom toward the top of the drawings in the direction of the arrows, the switch-controlling electromagnets, the yielding switching-terminals, and the manual switch-operating device being shown in plan view, as is also a padlock for securing the outeror protecting box to the base of the inner box. Fig. 6 is a transverse sectional view taken through Fig. 5 on the' line W W and as seen looking thereat from the bottom toward the top of the drawings in the direction of the arrows, one of the yielding terminals being shown in sectional view.

Referring now to the drawings in detail, in all of which like characters represent like or equivalent parts, and first to Figs. 1 and 2, the drawings being placed end to end, as above indicated, with Fig. 1 upon the left, f represents acurrent feeder or main,andff f branch feeders for conveying the working current to the motors on the cars, all of the working-current feeders and branch feeders thereof wherever illustrated in this application being shown in heavy black lines and the releasing-circuits in light black lines, the tram-rails and Working sectional conductors or third rails and switch-controlling conductors or third rails wherever illustrated being shown all in double lines. r r represent the tram-rails, and 'r' r r 1' four adjacent sectional working conductors or third rails of a system, all normally without current-potential and of any preferred length. r r r represent supplemental conductors or third rails parallelwith the sectional conductors or third rails 'r r r and with their opposite ends slightly overlapping the adjoining ends of the same. The supplemental conductors or rails r r r in this instance are connected permanently in circuit with the current-feeder] by the branch feeders f f". r r r are additional conductors or third rails located in alinement with the third rails r r r'r' and connected each by aconduetor 3 through aswitchoperating magnet m and to one of the tramrails or return-conductors 'r r. m m m are releasing-electromagnets, each included in a releasing-circuit 1' with the yielding terminal 15 in the switch-box b next in advance on one side and by a conductor 2 with one of the tram-rails r. t t t are additional yielding terminals having their fixed ends connected permanently in circuit by branch feeders f ff with the current-feederf.

Referring now to Figs. 5 and 6 for a detailed description of one of the switch-boxes, 1) represents the interior of the box,cast, preferably, in a single piece with an open top and with an opening q extending through the bottom for receiving the switch-controlling conductors in a group therethrough. 1) represents the exterior portion of the box,which is hinged at h directly to the base of the interior box 17 and is provided with a padlock at the other side thereof for securing itfrom being tampered with by unauthorized persons. m represents the locking-magnet,and m the releasing-magnet, secured to insulated bases within the box 1). t 6 represent the yielding terminals, the terminal 15 having an inclined face, as shown, and s'litted longitudinally, so as to constitute a series of yielding fingers. The terminals i are provided with locking-ledges having inclinations such that when theends of the terminals are forced together the same will not be locked Without the aid of other means in the nature of adjustable parts composed of a yokej with the spring q and adjusting-screw s c. g g are yielding conducting-springs adapted to bear against the inclined end faces of the terminals t. 7' is a yoke which surrounds the fingers of the terminal t and is yieldingly secured by a spring 1' to the conducting-base h of the terminal. is is an additional yoke surrounding the yielding part of the yoke j and carried by a spring is, andj is an armature carried by the same spring and located in the magnetic field of the electromagnet m, the several parts of the terminals just described being not substantially different from the like parts described in a prior application filed in the United States Patent Office by me on the 10th day of March, 1902, and bearing Serial No. 97,490. 0 is a push-rod having longitudinal sliding movement in a long bearing in the side of the box I) and provided with a pin 0",whieh holds itin position against the outward stress of a strong spiral spring 0 O is an insulating operating push-handle, and 0' an insulating-point within the box resting on the yokej the function of this push-rod being for the purpose of enabling a motorman or other authorized person to lock the terminals ti together manually in the event of a car having passed a switch where the releasing-magnet m is at that time holding the locking-terminal t out of the path of the free end of the terminal t. g is a heavy transparentglass cover, which is secured directly to the top of the box 17' by screws and sealed or additionally locked, if need be, so that only authorized persons may have access to the terminals. With this understanding of the operative parts of the switching mechanism reference is again had to Figs. 1 and 2 for describing the mode of operation of this form of the invention, a car being shown in position upon the section embracing Fig. 2 with its wheels OC resting upon the tram-rails 1' r and carrying a motor M and a contact-shoe or current-collector e in circuit therewith. Under this condition of afiairs the sectional conductor or third rail r under the contactshoe or current-collector e is alive,and current is flowing from the feederfth rough the branch feeder f, locked terminals t t, branch feeder f so that the motor and car are advanced from left to right. A branch circuit is closed through the releasingcircuit 1 to the rear, Fig. 1, through the magnet m at the distant end of the nextsection in the rear, through the conductor 2 to the tram-rail r, thereby causing the armature carried by the yielding terminal 25 to hold the latter in its forward or inoperative position, so that if a car should enter this section the sectional conductor would not be operatively connected to its current feeder or main. As the car proceeds, therefore, the contact-shoe or current-collector 6 passes from the third rail 4" to the supplemental third rail r and without inter? rupting thecurrent flow to the motor M and leaves the third rail 1" practically Without current-potential. Consequently this sectional third rail '1' may now be disconnected from the current-feeder at the terminals it without damaging arcing at that point. This is efiected as the contact-shoe or current-collector advances and passes upon the additional third rail r closing the circuit from the supplemental third rail o through the branch conconductor 3, switch-operating. magnet m to the tram-rail or return-conductor thereby locking the terminals 6 and together and closing the working circuit from the feeder-f through the branch feeder f, terminals t t, branch feeder f to the next sectional third rail in advance, at the same time closing the releasing-circuit 1 to the magnet m at the distant end of the section last passed over, thereby rupturing the circuit at this point without damaging arcing. It will be noted that as the contact-shoe or current-collector bridges the space between the third rails r,

W, and r as it passes thereover there will..

' never be any interruption of the current flow to the motor nor any flashing or arcing as the current-collector leaves the rails or sections.

until the car or train upon the section in advance has passed entirely out of the same. This is effected by unlocking and opening the switch-box b of the switch just passed and forcing the push-rod 0 inward until the two terminals ti are locked together. It will of course be appreciated that this cannot be eifected if there is a car or train upon the section immediately in front, as under that condition of aifairs the armature a,and hence the terminal 15, will be held in its forward position, so that the switch cannot be manually closed until the magnet m is demagnetized.

The motorman or other authorized person is made aware of the condition of the switch by visual examination of the same through the transparent glass cover 9.

In Figs. 3 andat I have illustrated modified forms of my invention in which allof the sectional third rails and all of the supplemental sectional third rails are normally without current-potential and switching devices are provided for connecting up the sectional third rails to the current feeder or main in such manner as to maintain the current flow continuous to the motors on the cars and interrupt the circuit at the terminals of the switching devices without damaging arcing or flashing. In both of these figures of the drawings there are two electrically-con trolled switches between each adjacent pair of sectional conductors or third rails r 7". m m are the locking-magnets, as before, and m a single common pair of releasing-magnets adapted when energized to simultaneously release both sets of terminals t t andmake both switches inoperative to a following car.

Referring first to Fig. 3, the supplemental third rails r r are in alinement with the working sectional third rails r 1" and are connected by branch feeders f with the looking terminals 25, while the terminals tof these switches are connected directly by branch feeders f with the main feederf. The first set of supplemental third rails r r on the left at each switch are parallel with the outgoing ends of the sectional third rails r" "r" and are connected through the locking-magnets m by branch conductors directly to the tram-rail r, as before. The supplemental third rails r are of greater length than the longest train it is desired to run, so that both of the contact-shoes or current-collectors e, at the opposite ends thereof, shall rest wholly upon said rails before thefront one enters upon the supplemental rail r on the right at each switch, passing from left to right in the direction of the arrow, and the width of said contact-shoes or current-collectors is sulficient to bridge the space between the third rails r r and the supplemental rails r r as the train advances.

The operation is as follows: Suppose the train to be traveling from left to right in the direction of the arrow. When it was upon the middle sectional third rail 7, both of the contact-shoes or current-collectors 6 were conveying current to the motors on the cars, the circuit being at that time by way of branch feeder f through the terminals 23 i of the right-hand double switch at the extreme left of the drawings, branch feeder f to the sectional third rail T. It will be noted also at this point that the supplemental rail 4* is still connected with the current-feeder f-in other words, that the terminals of the switches at the left-hand side of Fig. 3 are in working connection with the sectional third rail 7' and the supplemental rail 1* electrically connected to the current-feeder f. When the train reached the left-hand end of the supplemental rail 0* at the outgoing end of the third rail 7', the front contact-shoe or current-collector 2 closed the circuit through the left-hand locking-magnet m! to the tram-rail 1", thereby looking the two terminals 25 t of that switch together and connecting the supplemental rail r directly with the current-feederf by the branch feeder f, terminals t t, and branch feeder f As the train advances both of the contact-shoes ultimately rest upon the supplemental third rail 7*, as shown in the drawings. Finally, the front contact-shoe e passes upon the additional supplemental third rail 0*, thereby closing the circuit through the right-hand switching-magnet m to the tramrail or return-conductor r, causing the terminals t t of the right-hand switch to be locked together, so that the" next sectional third rail 7 in advance is now made. alive by current flowing from the feeder f through branch feeder f terminals 15' t, and branch feeder f At the same time the circuit will be closed to the rear by way of the releasingcircuit 1, through the releasing-magnets m at the distant end of the section last passed over, and to earth or return -conductor 1", thereby causing said magnets to withdraw the two locking-armatures at that point and to release both sets of terminals ti it, at the same time holding them in their withdrawn position, so that in the event of any car following neither of the switches will be made operative, for the reason that both of the locking-terminals are held out of operative position in a manner already described.

In Fig. 4 I have shown the preferred modified form of the invention, in which all of the supplemental rails r r are located in alinement with the sectional conductors or third rails r r. The only material difierence between this form of the invention and that disclosed in Fig. 3 lies in this arrangement of all of the sectional third rails and supplemental third rails in the same line, so that the invention is adapted for use upon existing lines of third-rail systems of electric railways without any change whatever in the system other than to divide the existing third rails into sections of the proper length and connect up the switching apparatus in the manner shown, the sectional third rails r being, as above indicated, always of greater length than that of any train it is desired to run over the route and the length of the supplemental third rails r sufficient to insure the operation of the locking-magnets m m for the greatest speed at which it may be desired to run any car or train. In this form of the invention the train is passing from left to right in the direction of the arrow, as before, and the front contact-shoe 6 has passed upon the next sectional third rail 4 in advance, current being supplied thereto for the time being by way of the branch feeders f f and the terminals t t of the right-l1and switch. A portion of the working current is also furnished to the motors by way of the terminals it of theleft-hand switch through the branch feeders ff and supplemental third rail 1*. With this form of the invention when the front contact-shoe or current-collector passes off the outgoing end of any sectional third rail-r current is conveyed by the rear contact-shoe or current-collector 6 through the bus-wire, which connects the two contactshoes together to the front shoe and through the supplemental rail r to the switchingmagnet m, and in the same way the current is conveyed through the next sectional supplemental rail r to the right-hand switchingmagnet m as the front current collector passes thereupon, the rear collector then taking current from the supplemental rail 1- which has just been connected up in circuit with the feeder.

I do not limit my invention to any of the especial forms of apparatus illustrated in the accompanying drawings and hereinbefore dein the scope of my claims hereinafter made.

In otherwords, the generic essence of the present invention lies in being able to utilize a system of electric railways of the sectionalconductor or third-rail type in such manner that the sectional conductors or third rails may be connected to or disconnected from a current feeder or main connected with one or more power-house generators without damaging arcing and the current-supply maintained to the motors on board the car or train at all times with the same constant efiect or result that might be attained were the contact-shoes or current-collectors caused to bear directly upon the feeder itself or a conductor or third rail extending entirely over the route and connected directly and permanently with the feeder, and my claimsin this particular are generic as to the means of effecting this result.

I have illustrated as the preferred form of apparatus hereinafter claimed a sectional third-rail system in which the sectional third rails are temporarily locked into electrical connection with the current feeder or main as a carer train passes over the route.

Having thus described my invention, what I claim, and desire to secure by Letters Patent of the United States, is

l. A system of electric railways of the sectional-conductor or third-rail type embracing a current feeder or main; a series of sectional conductors or third rails normally disconnected therefrom, and a series of switching devices for connecting said sectional con-.

by; supplemental sectional conductors orthird rails of greater length than the longest train it is desired to run and electrically connected to the current feeder or main together with circuits and circuit connections whereby the current potential is always maintained substantially constant to the motor or m0- tors on the car and each sectional conductor is automatically disconnected from the current feeder or main only after electrical connection has been severed between it and the current-collecting means carried by the car, substantially as described.

2. A system of electric railways of the sectional-conductor or third-rail type embracing a current feeder or main; aseries ofsectional conductors or third rails normally disconnected therefrom, and a series of switching devices for connecting said sectional conductors to and disconnecting them from the current feeder or main; in combination with acar provided with current-collecting means for conveying the current from the sectional conductors to a motor or motors carried thereby; supplemental sectional conductors or third rails of greater length than the long,- est train it is desired to run and electrically connected to the current feeder or main; together with circuits and circuit connections between the feeder and the sectional conductors whereby two adjacent sectional con- I ductors are always maintained alive whilea car is passing over them and the current potential is always maintained between the generator and the motors on the car, the circuit being interrupted between the last sectional conductor passed over by the car only after the current-collecting means has severed its connection therewith, substantially as described.

3. A system of electric railways of the sec tional-conductor or third-rail type embracing a current feeder or main; a series of sectional third rails or conductors; switches for connecting said sectional conductors to and disconnecting them from the feeder or main; supplemental sectional conductors or third rails of greater length than thelongest train it is desired to run and electrically connected to the current feeder or main; acar provided with current-collecting means for conveying the current from the sectional conductors to the motor or motors on board the car; circuits and circuit connections between the adjacent sectional third rails or conductors so arranged as to always maintain at least two of such sectional conductors in electrical connection with the feeder at one time, the arrangement being such that the circuit is broken to the last sectional conductor passed over by the car only after the current-collecting means has severed its connection therewith, the current potential being maintained without interruption to the motor or motors on board the cars, substantially as described.

4. A system of electric railways of the sectional-conductor or third-rail type embracing a current feeder or main; a series of sectional conductors or third rails and a series of switching devices for connecting said sectional conductors to and disconnecting them from the current feeder or main; in combination with additional sectional conductors or third rails located between the adjacent ends of the first-named sectional conductors or third rails; together with branch feeders for connecting said additional conductors to the current feeder or main, and circuits and circuit connections whereby the continuity of the current-flow to themotor or motors on board of a car is never interrupted or substantially varied and the first-named sectional conductors are disconnected from the current feeder or main without damaging arcing.

5. A system of electric railways of the sectional-conductor or third-rail type embracing acurrent feeder or main; aseries of sectional conductors or third rails and a series of switching devices for connecting said sectional conductors to and disconnecting them from the current feeder or mainjin combination with additional sectional conductors or third rails located between the adjacent ends of the first-named sectional conductors or third rails; together with additional switching mechanism for connecting said additional sectional conductors or third rails to and disconnecting them from the current feeder or main and circuits and circuit connections between the current-feeder and both sets of the before mentioned switching mechanisms, whereby the continuity of the current-flow to the motor or motors on board of a car is never interrupted or su bstantially varied and all of the sectional conductors are disconnected from the current feeder or main without damaging arcing.

6. A system of electric railways of the sectional-conductor or third-rail type embracing a current feeder or main; a series of sectional conductors or third rails and a series of switching devices for connecting said sectional conductors to and disconnecting them from the current feeder or main; in combination with circuits and circuit connections located at the adjacent ends of the sectional conductors or third rails and adapted to supply current to the motor or motors on board of a car during the time that the same is passing from the outgoing end of one section to the ingoing end of the next section in ad- Vance; together with releasing-circuits and electromagnetically controlled releasing magnets for releasing the conducting-terminals of the switching devices, the arrangement being such that the current-flow is never interrupted or substantially varied to the motor or motors in passing from section to section and damaging arcing is avoided at the conducting terminals of the switching devices.

7. A system of electric railways of the sectional-conductor or third-rail type embracing a current feeder or main; a series of sectional conductors or third rails and a series of switching devices for connecting said sectional conductors to and disconnecting them from the current feeder or main; in combination with supplemental sectional conductors or third rails located between the ends of the first-named sectional conductors or third rails and of greater length than the longest train it is desired to run; together with additional supplemental conductors or third rails operatively connected to the operating-magnets of the switching devices, and circuits and circuit connections whereby the continuity of the current-flow is never interrupted or substantially varied to the motor or motors on board the cars and the sectional conductors are disconnected from the current feeder or main only after the flow of the working current to the motors is discontinued.

8. A system of electric railways of the sectional-conductor or third-rail type embracing a current feeder or main; a series of sectional conductors or third rails and a series of switching devices for connecting said sectional conductors to and disconnecting them from the current feeder or main; in combination with supplemental sectional conductors or third rails located between the ends of the firstnamed sectional conductors or third rails and of greater length than the longest train it is desired to run; together with additional switching devices for connecting said additional sectional conductors or third 'rails to and disconnecting them from the current feeder or main; and additional supplemental conductors or third rails and circuit connections between the switches and the several parts of the system whereby the continuity of the current-flow to the motor or motors on board of a car is never interrupted or substantially varied and damaging arcing or flashing of the working current is avoided at all parts of the system.

9. A system of electric railways of the sectional-conductor or third-rail type embracing a current feeder or main; a series of sectional conductors or third rails and a series of switching devices for connecting said sectional conductors to and disconnecting them from the current feeder or main; in combination with supplemental sectional conductors or third rails and of greater length than the longest train it is desired to run; together with additional supplemental conductors or rails, circuits and circuit connections between the switching devices and the several parts of the system, and two or more contact-shoes or on rrent-collectors carried at various parts of a train and electrically connected together and to the motors on board of the train, the arrangement being such that as the train leaves a sectional conductor or third rail current flows therefrom through the rear contactshoes to the front contact-shoe and causes the supplemental third rail in advance to be connected to the current feeder or main and in like manner causes the next sectional conductor or third rail in advance of this supplemental conductor to be connected to the current feeder or main after the lastshoe has passed off of the sectional conductor or third rail last passed, and to automatically release or disconnect said sectional conductor or third rail from the current feeder or main without damaging arcing or flashing at any part of the system.

10. In an electric-railway system of the sectional-conductor or third-rail type a switch embracing yielding interlocking terminals each surrounded by a yoke operatively connected to a yieldingly-sustained armature; in combination with a locking and a releasing electromagnet.

11. In an electric-railway system of the sectional-conductor or third-rail t pe a switch embracing yielding interlocking terminals each surrounded by a yoke operatively connected to a yieldingly-sustained armature; in combination with a locking and a releasing electromagnet; together with means formanually interlocking the terminals of the switch.

12. In a system of electric railways of the sectional-conductor or third-rail type, a double or duplex switch-box, the inner box inclosing switching terminals and switch operating electromagnets and provided with a transparent lid or cover; in combination with a manual switching device exterior to the inner box; together with means for locking the outer box over the inner:

13. In a system of electric railways of the sectional-cond uctor or third-rail type a double or duplex switch-box the inner box being cast of one integral piece provided with an extended base, and inclosing switching-terminals and electromagnetic means for operating the same; together with means for manually operating the switch having an exposed operating-handle ,exterior to the inner box, the outer box being hinged to the extended base on one side and provided with means for locking it over the inner box, the arrangement being such that all of the parts are securely protected from moisture.

14. In a system of electric railways of the sectional-cond actor or third-rail ty pe,a double or duplex switch box embracing an inner box having a transparent lid or cover and electromagnetically-controlled switchingterminals securely sealed within said inner box; together with manual switch-operating devices exterior to the inner box and an outer box which wholly surrounds and protects all of the parts from moisture or from being tampered with by unauthorized persons.

15. In a system of electric railways of the sectional-conductor or third-rail type a switchbox embracing an inner box for the switching mechanism provided with a transparent lid or cover and a manual switch-operating device having 'an operating-handle exterior to the box; in combination with an outer box surrounding the inner box and provided with means for securing it in such manner that the entire inner structure is protected from moisture and being tampered with by unauthorized persons.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

CHARLES J. KINTNER.

Witnesses:

M. TURNER, M. F. KEATING.