US1832460A - Train control system - Google Patents

Description

Nov. 17, 1931. J. 5. HOLLIDAY ,832,

TRAIN CONTROL SYSTEM Filed Oct. 26, 1928 John \5. HOIIIEA Y Q C ZZE DCJ I v ORNEY.

Patented Nov. 17, 1931 UNITED STATES PATENT oFFIcE JOHN S. HOLLIDAY, DECEASED, LATE OF NEW YORK, N. Y., BY JENNIE MARGARET I-IOLLIDAY, ADMINISTRATRIX, 0F PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO MATTHEW H. LOUGHRIDGE, TRUSTEE, OF BOGOTA, NEW JERSEY TRAIN CONTROL SYSTEM Application filed October 26, 1928.

This invention relates to train control systems and is shown applied to the intermittent inductive type or control. Its objects are'to provide a novel arrangement of inductive control between the vehicle and the trackway apparatus and to apply this control to either two or three position systems, also to include a system of speed control therewith. Other objects of the invention will appear fromthe following specification and the accompanying drawings, in which Fig. 1 is a diagram of the controlling circuits on the vehicle, F ig. 2 is a transverse elevation showing the relation of the inductors on the trackway and the vehicle to each other, Fig. 3 is a diagram of one arrangement of trackway control that may be used in applying this invention and Fig. 4 is a modihed arrangement of the vehicle circuits for securing three position control.

This invention is a continuation in part of my co-pending application, Serial No. 477,867, filed June 16, 1921, all the matter claimed herein being disclosed in the original application. v

This invention includes on the trackway, magnets which are energized when the block is clear to transmit a proceed effect to the vehicle. One pole of each magnet is also used to produce the stop eliect on the vehicle unless this is counteracted by a proceed eiiect. The trackway magnets are of various lengths for the purpose of securing speed control as hereinafter described.

The vehicle is provided with one or more inductors arranged to register with and receive an impulse from the trackway magnet when the latter is energized. This impulse is usedto produce the proceed effect. Another inductor on the vehicle registers with one pole of the traclrway magnet. This inductor is energized from a source of current on the vehicle and through an inductively coupled connection maintains the proceed effeet on the vehicle by energizing theproceed circuit. If this circuit is interrupted, or the Serial No. 315,314.

energy thereinmaterially reduced, the translating device in this circuit is moved by gravity to the controlling position, thus setting up a condition of control until an energized magnet is encountered to establish the proceed condition. The proceed circuit is interrupted for the purpose described by changing the magnetic circuit of the inductor so that the flux is at least partially deflected from one of the inductively coupled coils. The reluctance of the magnetic circuit of the inductor is so influenced by the iron of the track magnet that this result is secured as the vehicle passes over the track magnet. This changes the system from proceed to stop.

The track magnets are varied in length so that the duration of the impulse received therefrom is used to operate a time-responsive device whereby speed control may be imposed upon the vehicle control.

in the drawings, the track rails are inclicated by 1l-ll, the track magnets generally by 12 located at the entrance to blocks A and B and 12a and 12b indicate track magnets iocated intermediate the block A. The tr ackway magnets comprise a pair of poles l4.l5, Fig. 2, located parallel with the track rails and energized at intervals by the coils 17 on the magneticcores 16, the structure being mounted-on a stringer 13 which, preterably, brings the top of the magnet poles somewhat above the rail level.

The poles may be ramped on the ends as indicated t9 avoid obstructions on passing trains. This netic field between its poles throughout its length and is thus capable of transmitting a prolonged inductive influence to the vehicle inductors.

The track rails are insulated into block sections as shown at A with a source of current 22 at one end and a track relay2l at the opposite end of the block in accordance with each standard track circuit.

The coils 17 of the track magnet are energized from transformer 25 through contact 27 of track relay 21, wire 28 and wire 29 to common return wire These coils are energized when the track relay is energized and are deencrgized when this relay is deenergized. The intermediate track magnets are energized by coils 17a and 171) connected in multiple circuit between wire 28 and the common wire 29. These coils are energized when block B is clear and are deenergized when this lJlOCl-T. is occupied.

The vehicle is provided with a pair of inductors 11 terminating in poles 12 which align with the poles of the track magnet as shown. These inductors are provided with coils 15 in which a current is induced when the track magnet is energized, but at all other times are deenergized. These coils are connected in multiple circuit through wires 46 and 4.7 with the translating device a8 and the condenser 49 may be connected in multiple circuit wit this relay. If coils 45 are energized, relay 18 closes the circuit at 72 to establish the proceed conditions on the vehicle.

It will be noted from Fig. 1 that both the inductors 4-1 are influenced by the track magnet at the same time and the sum of these influences are used to pick up relay 48. This relay is of the tractive type and when its armature is once picked up, less energy will hold it in this position so that as the vehicle passes over the magnet and one of the inductors has passed beyond its influence, the other inductor will maintain the proceed condition already established. Another advantage from the use of two inductors arises from the fact that the stop inductor 51 is placed between the proceed inductors llll so that :1 proceed inductor is always last to receive influences from the track magnet as the ve hicle runs wi h either end leadin A source of energy is provided on the vehicle as inoicated by battery 31 controlled by the double-pole, double-throw, switch 32 which, through wires and 36 drives the motor 33 which is mechanically connected with the A. C. generator 3%. Through wires 61 and 62 this generator energizes the primary coil 56 the stop transformer 51. Through the magnetic yoke 51, the coil 57 on one leg or core of the yolce is inductively coupled with coil 56 on another leg or core of the yolze and is energized as a secondary coil thereby energizing wire 64; which con trols the translating signal device throu h contact ()5 of relay 8% energized, Wire 66, stick contact (57 of device 70 energized and return on wire 71 and by common wire 61 to coil 57. Thus, it the device 70 is ener-' gized to close the contact 67 it will remain energized as long as COll 57 1s energized. Tins maintains the proceed conditlon after during 'net. but '45 does not release its contact linger it has been established. The proceed condition is established by relay 18 closing the circuit at 72 between wires 6 and this being the pick-up circuit for device 70.

A direct current circuit is established from battery 31 thr ugh wir. {-12, coils 5-4;. wire 83, relay Si and *ire S1 to battery. This energizes coils on the extended legs on the magnetic yoke 51. These i a terminate in the poles and 53 which a n with one pole 12, of the tract: magnet. iiorinally the magnetic circuit between ptles 552 and has considerable rel .ctance through the air gap between these poles and the magnetic influence of coils 5% does not n'iaterially influence the inductive relation between coils 56 and 57. As soon, however, poles 32 and 53 come under the intiue cc of the pole of the tracl: magnet. this rch'ictance is thereby reduced to such an QXl'Qll' that the l). C. field created by coils tends to saturate the core of coils 5t and r and, at the same time the flux created by the primary coil is par-- tially deflected from. coil 57 thron i the poles 52 and 53 to the magnetic iron The conditions described, including the saturation of core of 56 and 57, suppresses the is. (l. flux through 57 and thereby deenergizes il to produce the stop cfi ect.

As the coils are used to aid ing the stop e'll'ect in produc 1a is necessary to insure the integrity of these coils. This is secured by relay 8aconncctcd in with the coils and controlling the holding circuit of 70 at 65. It coils 5% become deenergized a stop efiiect will be produced by contact (55. iiitention is dire ed t e tact that the core of the second. i provided with a non-n'iagnetic gap 1:) that normally a certain degree of reluctance exists in this core which facilitates deflecting the flux through the track armature '12. will. he observed lt that the A. C. llux from if) is: continucuslv supplied to the magnetic yoke including core 57 and the poles and, normally the reluctance through less than through the poles 53 so that the tnmslating .i-- vice 70 is maintained continuously euer; zed as the train passes along the track by the flux in core 57. However, when the poles 5Q53 align with the tracl; armature l2, l'hr reluctance through 52-5 l is relatively than through so that coil :77 is: substantially deenergized, or sutlicici l I der-ucrgized to release the ail-nature 67 r 7().

Connected in multiple c rcuit with the s nal device 70 on ires it. and 7']. are the slow releasing relay and quick actin re lay 76. These relays are not controlled by a. stick circuit, the are simply dreue d during the time 57 is dercrcrgized that s.

the transit of 51 over the track magitime interval. deenerglzed a circuit is until after a given When relay 76 1s established frombatteryon wire 81 through contact 93 andwire 94': to bell 95 and return by wire 82 to battery. This produces an audible signal each time that stop inductor 51 comes under the influence of the track device without regardto whether the block is clear or occupied. This gives an intermittent indication, as the vehicle proceeds over the trackway, that the system is functioning properly.

The deenergizing of relay 76 also closes a circuit from wire 81 through 96 and wire 101 to'the brake valve 98, the return circuit being by wire 99 to battery. This insures that while 76 is deenergized, that is, during the transit of the stop inductor over the track device, the brake valve magnet is prevented from becoming'd'eenergized to apply the brakes.

The brake valve magnet 98 is normally controlled by thesticlr relay 86 through wire 101, contact 109 and wire 81 to battery. Thus, with relay 86 deenergized and relay 7 6 energized the valve magnet 98 is deenergized to produce a controlling eliect.

82, relay 86, wire 87, contact 88 of signal device and wire 81 to battery. This relay thus energized as long as signal device 70 is energized. A stick circuit is provided for this relay through contact 91, wire 92, contact of relay 76 and wire 81 to battery. Thus, relay 86 cannot be deenergized unless relay 7 6 is at least momentarily deenergized at the same time that 70 is deenergized. A manual release is providedin the form of contact which may be manually operated to connect the pick-up circuit on wire 87 to battery on wire 81, for energizing relay 86. Another pick-up circuit is provided for relay 86 through the back contact 89 of the timing relay 75 which connects wire 87 with the battery wire 81 when relay 75 is in the deenergized position.

Speed control is obtained through the timing relay 75 as operated by the tra-ckway magnets of various lengths. F or instance, the inductor 51 on passing the track armatures 12 deenergizes relay 75 and this relay closes its baclr contact after the lapse of a fixed time interval for which it is set to work. If the track armature is of such length that the train at a given speed consumes a time interval greater than the time interval of relay 7 5 it will close the pick-up circuit of relay 86, but, on the other hand, if the speed of the train is in excess of the permissible speed, relay 7 5 will not have sufficient time to function and relay 86 will not be energized by relay 75. The permissible speed on the trackway is determined by the length of the track armatures 12, 12a,'12b, etc., so that the permissible speed can be varied to suit track and block conditions by varying the lengths of magnet. At the same time the stop induct-or 51 deenergizes relay 75 and 76 and the audiblesignal is sounded; The'signal device 70 is maintained energized by relay 4-8 and this, in turn, maintains relay 86 and valve 98 energized. Thus, the only efliect obtainedat a clear magnet is the sounding of the audible signal. As the vehicle devices pass off the ramp or magnet the energy is restored in the secondary coil 57 before the last proceed inductor 41 leaves the influence of the track magnet with the result that the holding clrcuit of 70 1s energized before the pickup circuit is 1nterrupted at 72. This ma1ntains normal clear conditions in the systenr until the next trackway magnet is encountered.

hen the block in advance is occupied the trackway magnets are deenergized and the stop conditions of control are established.

Under these stop conditions there is no energy to piclr up relay 4:8 and coil 57 becomes substantially deenergized. This deenergizes signal device 70, and relays 75 and 76, also relay 86. The audible signal 95 is sounded and the valve 98 is maintained energized.

When the vehicle passes away from the influence of the track magnet coil 57 is again energized and relay 76 is energized, also relay 75, but the signal device 70 and relay 86 remain deenergized; this deenergizes the brake valve magnet 98 and effects the stop condition of control on the vehicle which continues until the manual release 90 is operated to pick up relay 86.

If the speed of the vehicle when passing over a deenergized magnet is such as to effectively deenergize relay 75 during the transit of the train by the magnet relay 86 will be energized by cont-act 89 and brake valve magnet 98 will remain energized and thus prevent the stop control conditions be coming elitectlve; the signal device 70 however will continue to indicate stop. Thus,

by maintaining a iredetermined low speed:

the conditions of stop control'can beavoided,

but an indication of danger conditions is continuously displayed.

When the vehicle apparatus in the controlling condition encounters'an energized trackway magnet the relay 48 is energizer this energizes 70 and changes the indication from stop to clear, also relay 86 isenergized and the valve magnet 981s energized. When the vehicle passes beyond the magnet, relays- 76 and are energized and clear conditions are resumed. I

, hen the double-pole, double-throw switch 32 is reversed the system is suspended by deencrgizing all the apparatus except brake valve magnet 98 which is then connected directly to battery 31.

It should be noted that in practice coil 57 is not deenergized in the sense that it would be deenergized if its circuit were opened. The flux normally passing through the core of this coil is deflected to an alternative path through armature 12 to cause such a drop or difference in current in the circuit as to release the translating devices connected to this circuit. This effect is also materially assisted by the direct current flux suppressing the alternating current flux through the same core. The back contact 96 is designed to close before the front contact 93 of relay 76 opens. This prevents an interruption in the circuit of brake valve magnet 98. The inductor 51 has been referred to as the stop inductor; this, howeve is merely a convenient term as in addition to producing the stop effect, this device actually maintains the apparatus in the proceed condition as the train between magnet locations.

The modification in Fig. 4 includes a three position control for producing the stop effect; the proceed effects may be obtained in various ways some of which are disclosed in the parent application, but for the sake of simplicity are omitted from this drawing.

The stop transformer 51 is provided with poles 52 and 53 which align with the track armature 152. The primary coil 151 is connected with the generator by wires 61-62, and the common wire 1 connects to the block relays 139140.

A pair of independent secondary coils and 1525 are provided on core One side of these coils is connected to the common wire (31, the opposite side of coil 152a connects by wire 153 through contact with the stick circuit of block relay 140 and the opposite side of coil 152?) connects by wire 154 with contact 156 of block relay 139. it is apparent that under normal conditions the primary coil will energize the secondary coils and thus energize the stick circuit of each of the block relays. But when the poles 52 and 53 align with the trackway armature 12 the flux through core 152 is at least partially deflected to 12 and the secondary coils are correspondingly deencrgized and the block relays are thereby released. An air gap is provided in core 152 as shown to in crease the reluctance of this core and make it correspond with the air. gap between the iolcs 52-58 and the trackway armature.

Attention is directed to the fact that the trackway armature is laminated as indicated in Fig. 2- and is therefore easily saturated by the A. C. flux while the regular solid iron of the'trackway has considerable reluctance to the A. (J. flux.

Block relay 139 is energized by a proceed circuit continued on wire 136 and block relay 140 is energized by a proceed circuit continued on wire 138; these circuits are not shown on the drawings.

The three position signal device 110 is controlled by the block relays. lVhen both of these relays are energized, the light G is energized by wire 164, when both of the block relays are deenergized, the indication R is energized by wire 173 and when either relay is energized. and the other deenergized, the indication Y is energized by wire It is understood that the principles of the invention are capable of application in a variety of ways and are not limited to the construction shown and described.

Having thus described the invention, it is claimed 1. In a railway trafiic controlling system, a track, a vehicle thereon, a device on said track of a predetermined length, a controlling mechanism on said vehicle, a translormer device on said vehicle cooperating with said track device, and a slow releasing relay and a quick releasing relay connected to the secondary circuit of said transformer device, said rel: i operating said train controhing mechanism in accordance with the predeterlength of said track device and the mineo speed of the vehicle.

2. In a railway traffic controlling system, a track, a vehicle thereon, a braking mechanism on said vehicle, do ices on said track of various lengths, a transformer device on said vehicle cooperating with said track device, a time element relay and a quick releasing relay associated with the secondary of said transformer device, said quick releasing relay controlling said braking mechanism to stop the vehicle and said time element relay preventing the. operation of said braking mechanism.

3. In a railway traflic controlling system, a track, a vehicle thereon, a device on said track, a stick relay, a transformer device on said vehicle coopc ating with said track device, a quick releasing relay and a time element relay associated with. the secondary of said transforming device, said quick releasing relay deenergizino said stick relay and said time element relay energizing said stick relay.

5%. In a railway traffic controlling system, a track divided into blocks, a vehicle thereon, a braking mechanisn'i on said vehicle, a device on said track energized by current controlled by said blocks, a transformer device on said vehicle cooperating inductively with said track device to operate said braking mechanism, means operated by said transformer device for preventing the operation of said braking mechanism after a predetermined time interval and means for preventing the operation of said braking mechanism when said track device is energized.

5. In a railway traliic controlling system, the combination, a track with a vehicle there+ on, devices on said track of various lengths, devices on said vehicle responding inductively to said track devices and operating a quick acting device and a slow acting device on said vehicle, a controlling mechanism on said vehicle, a stick relay controlling said mechanism, said stick relay deenergized by said quick acting device, said controlling mechanism energized by said quick acting device and said stick relay energized by said slow acting device.

6. In a train controlling system, the combination, a track with a magnetic device thereon, a vehicle on said track having an inductor moving in inductive relation to said magnetic device, said inductor comprising a plurality of magnet cores connected by a magnetic yoke and having a primary coil on one core and a secondary coil on another core, train control means normally energizecl-solely by said secondary coil and means whereby said secondary coil is. substantially deenergized by said magnetic trackway device.

7. A car element for train control systems comprising, a source of alternating current and two partial magnetic circuits of normally different reluctances, both energized from said source and a coil on each of said magnetic circuits coupled in inductive relation to each other and a translating device energized solely by the current in one of said coils.

8. A car element for automatic train control systems comprising, a yoke of magnetic material of configuration resulting in two parallel magnetic circuits terminating in apair of poles one of said magnetic circuits having a lower reluctance than the other, means for continuously supplying undulating flux to said circuits. a coil on said magnetic circuits energized by said flux. a translating device normally energized by current 'in said co l and trackway means having means for varying the electrical characteristics of said magnetic circuits.

9. A car element for automatic train control svstems comprising, a voke of magnetic material having two partial magnetic circu ts one of which has a lower reluctance than the other. means for continuously supplving alternating flux to said circuits, and a circuit normally energized by said alternating flux to the extent of the relative values of these reluctances. v i a 10. A car element for automatic train control systems comprising. a yoke of magnetic material of a. configuration result ng in two partial magnetic circuits, one of which has a lower reluctance than the other, means for constantly supplying alternating flux to said circuits and a circuit normally energized by said alternating flux to the extent of the relative values of these reluctances. y

11. In a railway traffic controlling system, the combination, a track, magnetic devices on said trackway, a vehicle on said track having a controlling mechanism, means on said vehicle. responsive inductively to said trackway devices, a circuit controlled by said means and an electrically operated timing device embodied in said circuit and operated by said magnetic devices only during the time said vehicle means is responsive to'said trackway devices to control the speed of said vehicle.

12. In a railway tratiic controlling system, the combination, a track divided into blocks, magnetic devices of various lengths on said trackway controlled by said blocks, a vehicle on said track having a controlling mechanism including a timing device, and means on the vehicle responsive inductively to said mag netic devices and operating said timing device, said timing device co-operating with said magnetic devices to control th speed of said vehicle.

13. In a railway t-raflic controlling system, the combination, a track divided into blocks, magnetic devices ofvarious lengths on said trackway controlled-by said blocks, a vehicle on said track having a'controlling mechanism including a timing device, and means on said vehicle responding inductively to said mag netic devices and operating said tim ng de vice, said timing device controlling the speed. of said vehicle at each magnetic device when the trackis not'clear and means for giv ng a signal onv the vehicle at each trackway device encountered.

14. A vehicle deviee'for a train control sys tem comprising a magnetic yoke with a pair of coils inductively coupled thereon, means for energizing said yoke with an alternating flux and means for saturating said yoke with 'a direct current flux. I I

15. A vehicle device fora train control system comprising a magnetic yoke with 'a pair of coils inductively'coupled thereon. a source of alternating current for energizing said coils, another coil on said yoke on an inde endent circuit and means for energizing said last named circuit with direct current.

16. In a train control system. the combina tion of a trackwav and a veh cle. a magnetic yoke on said vehicle energized w th an alternating flux, a controlling mechanism associated with said yoke. and means on the trackway for causing a saturation of said yoke with a uni-directional flux.

17. A transformer device to be influenced when passing a body of magnetic material comprising a yoke of magnetic material of such form as to have two partial magnetic circuits with a portion common to both 011"- cuits, one circuit having a short reluctance gap therein, the other circuit having along reluctance gap adapted to be bridged in passing a body of magnetic material to thereby shunt the first named circuit, an energizing coilon said portion of the yoke for inducing magnetic flux in both circuits, a secondary coil on another port-ion of the yoke included in the first named magnetic circuit and deprived of energy when the second named circuit is bridged 'by said body of magnetic material, and translating means connected in circuit with the secondary coil and normally energized by said energizing coil.

18. A transformer device to be influenced when passing a body of magnetic material comprising a yoke ct magnetic material hav ing a plurality of legs so arranged as to provide two partial magnetic circuits with a pon tion common to both circuits, one circuit including two of said legs with a short reluctance gap between them, the other circuit including two of said legs with a long reluctance gap between them adapted to be bridged. in passing a body of magnetic material to thereby shunt the first named circuit, an energizing coil on said portion of the yoke for inducing magnetic flux in both circuits, a secondary coil on another portion of the yoke included in the first named magnetic circuit and deprived of energy when the second named circuit is bridged by said body of magnetic material, and translating means connected in circuit with the secondary coil and normally energized by said energizing coil.

19. A vehicle device for a train control system comprising a magnetic yoke with a pair of coils inductively coupled thereon, means for energizing said yoke with an alternating flux and means for saturating said yoke with direct current fin); to eli'ectively suppress the alternating flux.

20. In a train control system. the combination of a trackway and a vehicle. a magnetic yoke on said vehicle energized with an alternating flux, a coi'itroliing mechanism associated with said yoke and means on the trackway for causing a. saturation of said yoke with uni-directional flux to effectively suppress the alternating flux.

21. In a train control system, the combination of a trackway and a vehicle, a magnetic yoke on said vehicle energized with alternating flux, a means on said vehicle for encrgizing said yoke with cirect current flux, a translating device associated. with said yoke and means on the trackway for controlling said translating device by controlling the flux in said yoke.

22. In a train control system, the combination, of. a trackway and a vehicle, a magnetic yoke on said vehicle having a primary coil, and a secondary coil. conduct-ively coupled with said primary coil and energized with. A. C. flux, a controlling device in circuit with one of said coils and an open magnetic circuit,

a third coil energized by direct current in said open magnetic circuit and means on the trackway for shunting said open magnetic circuit to cause the saturation of said yoke with di rect current flux.

23. A vehicle device for a train control sys tem comprising a magnetic yoke with a pair of coils inductively coupled thereon and encrgized with A. C. flux, a translatin device connected with one of said coils, said yoke having a pair of depending poles with a third coil thereon energized by direct current and means for varying the magnetic circuit of said depending poles to effect the operation of said translating device.

2-1. A vehicle device for a train control system comprising a magnetic yoke having parallel paths of dilferent magnetic reluc' ances, a pair of coils inductively coupled on said yoke and energized with C. flux, a controlling device in circuit with one of said coils and means for saturating said yoke with uni-directional flux.

A vehicle device for a train control system comprising a magnetic yoke having a pair of horizontally disposed magnetic members, vertical magnetic connections with eX- tending ends forming poles connecting said horizontal members, a pair of coils inductively coupled on said horizontal members and magnetic means on the trackway registering with said poles for influencing the magnetic flux in said horizontal members.

26. A vehicle device for a train control system comprising a magnetic yoke having a pair of horlzontally disposed magnetic menu hers, one of which includes an air gap, vertical magnetic connections with ends forming poles connecting said horizontal members, a pair of coils inductively coupled on said horizontal members and magnetic means on the trackway registering with said poles for influencing the magnetic flux in said horizontal members.

27. A vehicle device for a train control system comprising a magnetic yoke having a pair of horizontally disposed magnetic members, one of which includes an air gap, magnetic connections with ends forming poles connecting said horizontal members, a pair of coils inductively coupled on said members and ama nctic bar on the trackway parallel with said horizontal members registering with said poles for influencing the flux in said members, said horizontal member witlr the air gap being placed adjacent said trackway bar.

28. A vehicle device for a train control systern comprising a magnetic yoke having a pair of parallel. magnetic members, one of which includes an air gap, magnetic connections for the ends of said. members forming poles, a pair of coils inductively coupled on said members and a magnetic member on the trackway registering with said poles for infiuencing the magnetic flux in said parallel members.

29. A vehicle device for a train control sys tem comprising a magnetic yoke having a pair of parallel magnetic members, one of which includes an air gap, magnetic connections for the ends of said members forming poles, a primary coil on one of said members and a secondary 0011 on the member With the air gap, a translating device controlled by said secondary coil and magnetic means on the trackway for influencing the magnetic flux in said parallel members.

In testimony whereof I aflix my signature. JENNIE MARGARET HOLLIDAY, Adminstmtriw 0f the Estate of J 07m AS.

H ollday, Deceased.

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