US763964A

US763964A - Safety train-controlling system.

Info

Publication number: US763964A
Application number: US17525503A
Authority: US
Inventors: George W Cohen
Original assignee: COHEN AUTOMATIC ELECTRIC BLOCK SIGNAL Co
Current assignee: COHEN AUTOMATIC ELECTRIC BLOCK SIGNAL Co
Priority date: 1903-10-01
Filing date: 1903-10-01
Publication date: 1904-07-05
Anticipated expiration: 1921-07-05

Description

PATENTED JULY 5, 1904.

G. W. COHEN.

SAFETY TRAIN CONTROLLING-SYSTEM.

APPLICATION FILED 0GT.1, 1903.

4 SHEETSSHEET 1.

N0 MODEL.

PATENTED JULY 5, 1904.

G. W. COHEN. SAFETY TRAIN CONTROLLING SYSTEM.

APPLICATION FILED OCT. 1, 1903.

4 SHEETS-SHEET 2.

NO MODEL.

WITNESSES: Q/cLM2Z mw-QL PATENTED JULY 5, 1904.

G. W. COHEN.

SAFETY TRAIN CONTROLLING SYSTEM.

' APPLICATION FILED OUT. 1, 1903.

4 SHEETS-SHEET 3.

N0 MODEL.

INVENTOR %m WITNESSES BYKQ, ATTORNEY n I M69) 01mm No, '763,964- I PATENTED JULY 5, 1904.

G. W- COHEN.

SAFETY TRAIN CONTROLLING SYSTEM.

APPLICATION FILED OUT. 1, 1903.

N0 MODEL. I 4 SHEETS-SHEET- WITNESSES: mvENToR $0M 7/? I M W mi IZ; T BY'QM ATTORNEY UNITED STATES Patented July 5, i904.

PATENT OEEIcE,

GEORGE COHEN, OF ALLEGHENY, PENNSYLVANIA, ASSIGNOR TO THE COHEN AUTOMATIC ELECTRIC BLOCK SIGNAL COMPANY, A CORPORA- TION OF NEIV JERSEY.

SAFETY TRAIN-CONTROLLING SYSTEIVL.

SPECIFICATION forming part of Letters Patent No. 763,964, dated July 5, 1904.

Application filed October 1, 1903. Serial No. 175,255. (No model.) i

To all w/mmt it II-I/IIJ/ concern:

Be it known that I, GEORGE IV. COHEN, a citizen of the United States, residing at Allegheny, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Safety Train-Controlling Systems, of which improvement the following is a specification.

This invention has for its object the provir0 sion of means for automatically stopping railroad-trains when in danger of collision or accidents otherwise liable to occur by sections of the track being displaced, &c.

I accomplish my object by providing the locomotive with means independent of that usually employed by the engineer for both warning him and controlling the brake and steam-supply and. by insulatedly dividing the track or tracks into blocks or sections, each separately included in an independent closed circuit provided with instruments adapted to cooperate with those carried by the locomoti ve, all of which will be hereinafter more fully set forth in the specification and accompany: ing drawings, in which* Figure 1 is a plan view of a double-track system divided into independent electricallyconnected blocks or sections, each of said tracks having thereon a locomotive and its attending parts to cooperate with the block instruments. Fig. 2 is a side view of a locomotive, showing the improvements thereon. Fig. 3 is an enlarged front view of the locomotive-boiler, showing the improvements. Fig. 4 is a plan 3 5 view of a single-track system and siding divided into independent electrically-connected blocks or sections with locomotives distributed upon some of the blocks. Fig. 5 is a plan view of the engineers relay, the blocks containing 4 the same, and the attending switch.

In carrying out my invention of automatically and electrically controlling the engine independent of that usually under the control of the engineer and in connection with the track system hereinafter set forth I place a suitable oscillatable and normally opened valve 1 in the dry pipe leading to the steamdome 2 of the locomotive-boiler, so that the steam may be controlled independently of the throttle 3. The stem 4 of the steam-controlling valve referred to is carried forward to the front of the boiler to a point below the throttle and is provided with a lever 5, which is adapted to be moved upward to close the steam-supply to the throttle-valve by the action of the solenoid 6 on its armature-core 7, attached to said lever when the said solenoid is energized and returned and held in its normal open or steam-supply position by a spiral spring 8. Furthermore, in case of emergency ()0 through insufficient or failure of the air-supply to the train-line I cause the brakes to be automatically set in unison with the cutting off of the steam by supplying dry steam from the dome of the boiler to the train-line 9, caus- 6 5 ing the brakes to be set and bringing the train to a standstill independent of the engineer, which is accomplished by connecting the steam-line 10 with the dome of the boiler and the lines 11 from the main air-reservoir 11 to the air-controlling valve 12 and from the latter to the train-line pipe 13, said line 10 having a normally closed graduated valve 14 interposed between the reservoir and trainline, which is connected by rod 15 with crank- 7 5 disks 16 and 17 upon the stem of said valve and that of the dry-pipe valve previously referred to, said line being further provided with a suitable pressure-valve 18, so arranged that steam shall not be admitted to the train- 0 line only at such time when the pressure of the air becomes so low as to be ineffectual in applying the brake. Furthermore, at the instant in which the steam is cut ofl? from the throttle-valve through the medium of the 8 5 mechanism described when caused to do so in case of danger by the circuit a red lamp 19 is arranged within the locomotive directly in front of the engineer, which becomes lighted only in such cases as described, so that he will 9 be warned of the approaching danger.

To effect the stopping of the train,as set forth, the track or tracks is divided into blocks or sections of suitable length by interposing insulating material 20 between the ends of the abutting rail-sections at the block-junctures and placing the rails of each block-section in closed circuit with an independent battery 21 and relay-magnet 22. .In each block a central com tact-strip or rail 23 is em1 )loyed, each of which is insulatedly fixed and of less length than the block proper, so as to leave a space between them for contact at the proper time with a collector or contact wheel carried by the 10- comotive, which central strips or rails are con nected to one of the contacts A adjacent to .the track-relay armatures 25, the other relaycontact being connected by a wire with one of the outside rails, in which condition a train is free to pass over the blocks without causing any interruption in the workings of the locomotive or as long as the track is clear. Now should a train or locomotive A be in block 1 of the upper track, as shown at Fig. 1, and a car B was left standing or something should occur in block 2 the track-circuit of block 2 would become sliortcircuited, causing its relay to be deenergized and release its armature, and as this armature is released it makes contact with the contacts 24:, connected to the central contact-strip and one of the outer rails, closing the circuit now established through a relay-magnet 2G in the box 26 in the engineers cab by way of the insulated collector-wheel 27, carried by the locomotive, which is connected to the battery-circuit 28 of said relay-coil, the latter circuit extending through the engine frame and wheels to the outer track rail. Now as this engine-relay is energized the armature 28 thereof is attracted to the contacts 29 of the battery-circuit 30, in which the solenoid 6 is placed, causing the solenoid to become energized, and through the medium of its core and attending steam-controlling connections shuts off the steam-supply independent of the engineer, and if the air-supply to the brakes be low also sets said brakes, as previously set forth, thereby automatically stopping the 'train in time to prevent accident. Furthermore, at the instant when the armature of the solenoid is elevated the

contacts

31 and 32 of the lamp-circuit 34L are brought together, closing said circuit and causing the red lamp to glow, thereby giving warning to the engineer. 1f the car B referred to were a locomotive, the same would cause short-circuiting of the block and cause engine A to be stopped in the same manner as by car B. In the case of the locomotive C, which is shown on the other track, (in connection with one of the tracks shown at Fig. 1,) I have shown a tower 1), whereby the tower attendant may learn of the approach of a train and in addition thereto be able to shortcircuit a block to cause the train to be brought to a standstill in case of emergency, which is accomplished by connecting a lamp-circuit 35 with the contact of the relay in block 3 in front of the tower and extending a line 36 to said block with a switch 37 therein. lherefore,

for example, if the tower attendant should close the switch in the short circuit the lampcircuit would then become closed and the lamp therein be lighted and at the same time a short circuit would be established in block 3, so that the locomotive referred to on entering the block would be brought to a standstill, as would also any other on entering block 2 if comingin the same direction. These towers and track connections thereto may be placed along the track at the points desired.

By means of the connections 38 between the rails of the switch from one track to the other with the rails of said tracks collisions or side swipes with a train, a car, or locomotive on said switch or crossover is prevented in the same manner as previously set forth.

At Fig. l, where the single track and switch or side track J are shown, I have, for example, shown a locomotive E in block 1, one, F, in the side track at block 2, and one each, G, H, and 1, respectively, in blocks 3, 4:, and 5, and as all of the locomotives are equipped with like controlling mechanism it is thought that as it is shown upon two of the locomotives the same will suflice, especially since the operation thereofis well understood from the previous description. In the example re ferred to at Fig. at the locomotive It would he brought to a standstill as soon as it entered block 2, for the reason that the engine G in block 3 has short-circuited said block 2 and been brought to a standstill, and. as the central contact-strip and inner rail of the switch or side track is connected up to those of block 2 the locomotive F has consequently been brought to a standstill and cannot move in either direction to collide with either E or G or cannot be taken out of said switch or siding until either of said engines are removed. Likewise the locomotive H in block 4, which has been brought to a standstill by the locomotive G, has caused shortcircuiting of block 5 and brought locomotive 1. to a standstill. By turning a switch 50 in. the circuit of the engineers relay the said circuit may be broken and the engine-controlling mechanism caused to return to its normal position, so that the engineer may again have control of his engine to remove it from the short-circuited block or pass around the wreck or obstruction by way of another track. The engineers relay-switch referred to is attached by a link 50 to the door of the relay-box, so that in opening the door the switch will be also opened. and when the door is closed the switch will likewise be closed, it being my intention in practice to provide said door with a recording and timing lock, so as to prevent the engineer making unnecessary use of the switch by keeping a record as to the purpose of its use and time of use.

By means of the graduated valve 14 the regular application may be made the same as by the engineers valve 12; but it is to be understood that said graduated valve in no way interferes with the use of said engineers valve.

By means of this system it is apparent that collisions or accidents through displacement of bridges, rails, &c., are avoided and absolute safety assured. It is also apparent that variations in the manner of connecting up the circuits, instruments employed in connection with both the block and other circuits, and the mechanism carried by the locomotive'may be substituted for equivalents to perform the same function. Furthermore, it is possible that other track conveyance than steam-locomotives provided with motive power other than steam may be equipped with controlling mechanism to cooperate with the track system. Therefore I desire it to be understood that I do not limit myself to those herein shown and specified.

Having thus fully shown and described my invention, what I claim as new, and desire to secure by Letters Patent, is

l. A safety railway system, comprehending a track insulatedly divided into blocks or sections the rails of each, together with a relaymagnet, beingincluded in an independent electric circuit, an independent insulated rail or contact-strip in each of said blocks connected in normal open circuit with one of the rails proper and adapted to be closed by the next block-relay when said relay becomes shortcircuited, a steam-power conveyance for said track provided with the usual throttle-valve mechanism, an independent valve mechanism automatically operated independent of the operator through the closure of an electric circuit which is normally open, and an engineers relay-circuit forming part of the contact-strip circuit and including a switch the relay adapted when energized to close said device-circuit and shut off the motive power when another conveyance or equivalent short circuiting means is in the next block, as set forth.

2. A safety railway system, comprehending a track insulatedly divided into blocks or sections the rails of each, together with a relaymagnet, being included in an independent electric circuit, an independent insulated rail or contact-strip in each of said blocks connected in normal open circuit with one of the rails proper and adapted to be closed by the next block-relaywhen said relay becomes shortried by said conveyance and operated bythe circuited, a steam-power conveyance for said track provided with the usual throttle-valve mechanism, an independent valve mechanism automatically operated independent of the operator through the closure of an electric circuit which is normally open, an engineers relay-circuit forming part of the contact-strip circuit and including a switch the relay adapted when energized to close said device-circuit and shut off the motive power when another conveyance or equivalent short-circuiting means is in the next block, and asignal on said conveyance adapted to be operated by the closure of said controlling-device circuit, as set forth. 4. A safety railway system, comprehending a track insulatedly divided into blocks or sections the rails of each,'together with a relaymagnet, being included in an independent electric circuit, an independent insulated rail or contact-strip in each of said blocks connected in normal open circuit with oneof the rails proper and is adapted to be closed by the next block-relay when said relay becomes shortcircuited, a steam-power conveyance for said track provided with the usual throttle-valve mechanism, an independent valve mechanism v automatically operated independent of the operator through the closure of an electriccircuit which is normally open, an engineers relay-circuit forming part of the contact-strip circuit and including a switch the relay adapted when energized to close said device-circuit and shut off the motive power when another conveyance or equivalent short circuiting means is in the next block, and a signal on said conveyance adapted to be operated by the closing of said controlling-device circuit, asset forth. 1

- 5. A safety railway system, comprehending a track insulatedly divided into blocks or sec, tions the rails of each, together with a relaymagnet, being included in an independent electric circuit, an independent insulated rail or contact-strip in each of said blocks connected in normal open circuit with one of the rails proper and adapted to be closed by the next forming part of the contact-strip circuit and including a switch the relay adapted when energized to close said device-circuit and shut off the motive power and apply the brakes when another conveyance or equivalent shortcircuiting means is in the next block, as set forth.

6. A safety railway system, comprehending a track insulatedly divided into blocks or sections the rails of each, together with a relay magnet, being included in an independent electric circuit, an independent insulated rail or contact-strip in each of said blocks connected in normal circuit with one of the rails proper and is adapted to be closed by the next blockrelay when said relay becomes short-circuited, a steampower conveyance for said track provided with the usual throttle-valve and brake mechanism, an independent valve and brake controlling mechanism automatically operated independent of the operator through the closure of a normally open electric circuit, an engineers relay-circuit forming part of the contact-strip circuit and including a switch the relay adapted when energized to close said device-circuit and shut off the motive power and apply the brakes when another conveyance or equivalent short-circuiting means is in the next block, and a signal carried by said conveyance and operated by the closure of said controlling-device circuit.

7. A safety railway system, comprehending a track insulatedly divided into blocks or sections the rails of each, together with a relaymagnet, being included in an independent electric circuit, an independent insulated rail or contact-strip in each of said blocks connected in normal open circuit with one of the rails proper and adapted to be closed by the next block-relay when said relay becomes short-circuited, a motive-power conveyance for said track provided with an electrically-operating device for controlling the motive power independent of the operator the circuit of which is normally open, an engineers relay-circuit forming part of the contact-strip circuit adapted to close said devicecircuit and shut off the motive power when another conveyance or equivalent short-circuiting means is in the next block, a switch in said engineefls relay-circuit, one or more towers arranged along said track each having aswitch-controlling circuit extending therefrom and connecting with the rails proper of the track, and a signal in said tower operated by said switch-circuit, as set forth.

8. A safety railway system, comprehending a track insulatedly divided into blocks or sections the rails of each, together with a relaymagnet, being included in an. indepr-zndent electric circuit, an independent insulated rail or contact-strip in each of said blocks connected in normal open circuit with one of the rails proper and adapted to be closed by the next block-relay when said relay becomes short-circuited, a motive-power conveyance for said track provided with an electricz'tllyoperated device for controlling the motive power independent of that employed by the operator the circuit of which is normally open, an engineers relay-circuit forming part of the contact-strip circuit and adapted to close said device-circuit and shut off the motive power when another conveyance or short-circuiting means is in the next block, a switch in said engineers relay-circuit, a signal carried by said conveyance and operated by the closure of said device-circuit, one or more towers arranged along said track having a switch-controlled circuit extending therefrom to and connecting with the rails proper of the track, and a signal in said tower operated by said switch-circuit, as set forth.

9. A safety railway system, comprehending a track insulatedly divided into blocks or sections the rails of each, together with a relayi'nagnet, being included in an independent electric circuit, an independent insulated rail or contact-strip in each of said. blocks connected in normal open circuit with one of the rails proper and adapted. to be closed by the next block-relay when said relay becomes short-circuited, a motive-power conveyance for said track provided with an electricallyoperated device for controlling the motive power independent of the operator the circuit of which is normally open, an engineers relay-circuit forming part of the contact-strip circuit adapted to close said device-circuit and shut off the motive power when another conveyance or equivalent short-circuiting means is in the next block, a switch in said engineefls relay-circuit, one or more towers arranged along said track having a switch-controlled circuit extending therefrom to and connecting with the rails proper, and a signal in said tower operated by said switch-circuit, as set forth.

10. A safety railway systei'n, comprehending a track insulatedly divided into blocks or sections the rails of each, together with a relay-magnet, being included in an independent electric circuit, an independent insulated rail or contact-strip in each of said blocks connected in normal open circuit with one of the rails proper and adapted to be closed by the next block-relay when said relay becomes shortcircuited, a motivcpower conveyance for said track provided with an electrically-operated device for controlling themotive power independent of the operator the circuit of which is normally open, an engineers relay-circuit forming part of the contact-strip circuit adapted to close said device-circuitand. shutoff the motive power when another conveyance or equivalent short-circuiting means is in the next block, a signal on said conveyance adapted to be operated by the said controlling-device circuit, a switch in said engineers relay-circuit, one or more towers arranged along said track having a switch-controlled circuit extending therefrom to and connecting with the rails proper of the track, and a signal in said tower operated by said switch-circuit, as set forth.

11. A safety railway system, comprehending a track insulatedly divided into blocks or sections the rails of each, together with a relay-magnet, being included in an independent electric circuit, an independent insulated rail or contactstrip in each of said blocks connected in normal open circuit with one of the rails proper and is adapted to be closed by the next block-relay when said relay becomes shortcircuited, a motive-power conveyance for said track provided with an electrically-operated device for controlling the motive power independent of that employed by the operator the circuit of which is normally open, an engineers relay-circuit forming part of the contact-strip circuit adapted to close said device circuit and shut off the motive power when another conveyance or equivalent short-circuiting means is in the next block, a signal on said conveyance adapted to be operated by the closing of said controlling-device circuit, a switch in said engineers relay-circuit, one or more towers arranged along said track having a switch controlled circuit extending therefrom to and connecting with the rails proper of the track, and a signal in said tower operated by said switch-circuit, as set forth.

12. A safety railway system, comprehending a track insulatedly divided into blocks or sections the rails of each, together with a relay-magnet, being included in an independent electric circuit, an independent insulated rail or contact-strip in each of said blocks connected in normal open circuit with one of the rails proper and adapted to be closed by the next block-relay when said relay becomes short-circuited, a motive-power conveyance for said track provided with an electricallyoperated device for controlling the motive power and brake-power independent of the operator the circuit of which is normally open, an engineers relay-circuit forming part of the contact-strip circuit adapted to close said device-circuit and shut off the motive power and apply the brakes when another conveyance or equivalent short-circuiting means is in the next block, a switch in said engineers relaycircuit, one or more towers arranged along said track having a switch-controlled circuit extending therefrom to and connecting with the rails proper of the track, and a signal in said tower operated by said switch-circuit, as set forth.

13. A safety railway system, comprehending a track insulatedly divided into blocks or sections the rails of each, together with a relay-magnet, being included in an independent electric circuit, an independent insulated rail or contact-strip in each of said blocks connected in normal open circuit with one of the rails proper and adapted to be closed by the next block-relay when said relay becomes sho1t-circuited, a motivepower conveyance for said track provided with an electricallyoperated device for controlling the motive and. brake powers independent of that employed by the operator the circuit of which is normally open, an engineers relay-circuit forming part of the contact-strip circuit adapted to close said device-circuit and shut off the motive power and apply the brakes when another conveyance is in the next block, aswitch in said engineers relay-circuit, a signal carried by said conveyance and operated by the closure of said controlling-device circuit, one or more towers arranged along said track having a switch-controlled circuit extending therefrom to and connected with the rails proper of the track, and a signal in said tower operated by said switch-circuit, as set forth.

14. A safety railway system, comprehending a track insulatedly divided into blocks or sections the rails of each, together with a relay-magnet, being included in an electric circuit, an independent insulated rail or contactstrip in each of said blocks connected in normal open circuit with one ofthe rails proper and adapted to be closed by the next blockrelay when said relay becomes short-circuited, a motive-power conveyance for said track provided with an electrically-operated device for controlling the motive and brake power independent of that employed by the operator the circuit of which is normally open, an engineers relay-circuit forming part of the contact-strip circuit adapted to close said device-circuit and shut off the motive power and apply the brakes when another conveyance or equivalent shortcircuiting means is in the next block, a switch in said engineersrelay-circuit, a signal carried by said conveyance and operated by the closure of said controlling-device circuit, one or more towers arranged along said track having a switch-controlled circuit extending therefrom to the rails proper of the track, and a signal in said tower operated by said switch-circuit, as set forth.

15. A safety railway system, comprehending a track insulatedly divided into blocks or sections, an electric circuit including the rails of each block and a relay-magnet independently, an independent insulated rail orcontact-strip in each block connected with one of the rails proper, a steam-power conveyance for said track provided with the usual throttle-valve and brake mechanism, an independent valve and brake controlling mechanism automatically operated independent of the operator through the closure of a normally open electric circuit and an engineers relay-circuit including a switch and terminating at one end in the wheels of the conveyance or locomotive and the other in an insulated collector carried by said conveyance or locomotive, asset forth.

16 A safety railway system, comprehending a track insulatedly divided into blocks or sections, an electric circuit including the rails of each block and a relay-magnet independently, an independent insulated rail or contact-strip in each block connected with one of the rails proper, a steam-power conveyance for said track provided with the usual throttlevalve and brake mechanism, an independent valve and brake controlling mechanism automatically operated independent of the operator through the closure of a normally open electric circuit, an engineers relay-circuit including a switch and terminating at one end in the wheels of the conveyance and the other in an insulated collector carried by said con veyance, and a signal-circuit adapted to be closed by said device-circuit, as set forth.

17. A safety railway system, comprehending a track insulatedly divided into blocks or sections the rails of each block together with a relay-magnet being included in an indepen dent electric circuit, a rail or contact-strip in each of said blocks electrically connected with one of the rails proper, a steam-power locomotive provided with an air-brake appliance, a dry-steam line between the boiler and train and reservoir lines, a graduated valve in said line between the reservoir and train line, a governor-valve in said line between the trainline and boiler, an independent steam-valve in the dry-steam line leading to the throttle- Valve, members connecting said graduatingvalve with said dry-steam-line valve, an electrically-operated and normally open-circuited device connected with the valve members, an engineers relay-circuit terminating in the wheels of the locomotive and an insulated contact carried by said locomotive, and a switch in said engineers relay, as set forth.

18. A. safety railway system, comprehending a track insulatedly divided into blocks or sections the rails of each block together with a relay-magnet being included in an independent electric circuit, a rail or contact-strip in each of said blocks electrically connected with one of the rails proper, a steam-power locomotive provided with an air-brake appliance, a d rysteam line between the boiler and train and reservoir lines, a graduated valve in said line between the reservoir and train-line, a governor-valve in said line between the train-line and boiler, an independent steam-valve in the dry-steam line leading to the throttle-valve, members connecting said graduated valve with said d ry-steam-line valve, an electricallyoperated and normally open-circuited device connected with the valve members, an engineers relay-circuit terminating at one end in the wheels of the locomotive and at the other in an insulated contact carried by said locomotive, a switch in said engineers relay-circuit, and a signal-circuit adapted to be closed by said device-circuit, adapted to operate as set forth.

19. In arailway system as setfortl1,tl1e combination with the locomotive and the air-brake appliance carried thereby, of a dry-steam line from the boiler to the air-reservoir and trainline, a governor-valve in said line between the train-line and boiler, a graduating-valve in said line between the reservoir and train-line, an independent steam-valve in the dry-steam line leading to the throttle-valve, members connecting said graduating-valve with said dry-steam-line valve, an electi-ically-operated and normally open-circuited device connected with the valve members, an engineers relaycircuit terminating in the wheels of the locomotive and an insulated contact carried by said locomotive, and a switch in said engineers relay-circuit, as set forth.

20. .l n a railway system as set forth, the combination with the locomotive and the air-brake appliance carried thereby of a dry-steam line fromthe boiler to the train-line and reservoir, a graduating-valve in said line between the train-line and reservoir, a governor-valve in said line between the train-line and boiler, an independent steam-valve in the dry-steam lino leading to the throttle-valve, members connecting said graduating-valve with said drysteam-line valve, an electrically-operated and normally open-circuitcd device connected with the valve members, an engineefis relay-circuit terminating in the wheels of the locomotive and an insulated contact carried by said locomotive, a signal operated by the closure of said device-circuit and a switch in said engineers relay-circuit, adapted to operate as set forth.

21. The combination with the engineers relay, of a box for inclosing the same provided with a hinged door, a switch arranged therein, and a member connecting the lever of said switch with said door, as shown and set forth.

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

GEORGE W. COHEN. ln presence of RIonAm) S. HAnnIsoN, PaUDeNoe A. McKAaNev.