US1076599A - Marine cableway. - Google Patents

Description

T. S MILLm. MARINE GA BLEWAY.

APPLICATION FILED JAN.19, 1912.

1 @?6,599, Patented 0012.21, 1913.

5 SHEETS-.SHEET 1.

T. S. MILLm.

MARINE OABLEWAY.

APPLICATION FILED JAN. 19, 1912.

1,076,599 Patented Oct. 21, 1913.

5 SHEETS-S HEET 2.

7 4 ATTORNEYJ WITNESSES: x J

T.-'S. MILLER.

MARINE GABLEWAY.

APPLICATION FILED 51111.19. 1912.

Patented Oct. 21, 1913.

5 SHEET S-SHEET 3.

mw "a WITNESSES:

T. S. MILLER.

MARINE OABLEWAY.

APPLICATION FILED JAN. 19, 1912. 1,076,599 Patented Oct. 21, 1913.

6 SHEETSSHEET 4.

Zm/iz T. S. MILLER.

MARINE GABLEWAY.

APPLICATION FILED JAN. 19, 1912. LFfi9 Patented 001;. 21, 19134 5 sums-sum 5.

1/220 W9 5 HM ATTORA/EW NlTED STAT THOMAS SPENCER MILLER, OF SOUTH ORANGE, NEW JERSEY.

MARINE CABLEWAY.

Specification of Letters Patent.

Patented that 21, 1M3.

Application filed January 19, 1912. Serial No. 672,153.

I To all whom. it may concern:

Be it known that I, THoMAs SruNoEB MILLER, a citizen of the United States, residing at South Ora e, in the county of Essex and State of New ersey, have invented new and useful Improvements in Marine Cableways, of which the following is a specification.

My invention relates to new and useful improvements in marine cableways, and more particularly of that character or type for transferring persons or goods to and from one vessel to another.

The invention consists in the construction and arrangement of parts to be more fully described hereinafter, and the novelty of which will be particularly pointed out and distinctly claimed.

I have fully and clearly illustrated my invention in the accompanying drawings to be taken as a part of this specification, and wherein- Figure 1 is a view in side elevation of a marine cablcway embodying my invention, connecting a collier and war-vessel so that the latter may be coaled at sea; Fig. 2 is an enlarged diagrammatic View of the cableway shown in F lg. 1; Fig. 3 is a plan view of a winding engine and drum employed as part of the cableway; Fig. 4 is a detail perspective of a means for transmitting motion from the winding drum to the controlling means for its motor; Fig. 5 is a detail view in elevation of means for adjusting or setting the controlling means for the motor of the winding engine; Fig. 6 is a plan view of the arrangement of two winding engines or drums for operating the cables of the cableway and the controlling means for said engines; Fig. 7 is a longitudinal section through one of the winding drums; Fig. 8 is a longitudinal section through a controlling valve employed in connection with the engine for driving the drums, and showing in elevation and partly in section the setting and operating means for the valve; Fig. 9 is a detail plan view.

Before proceeding with a detailed de scription of my invention, 1 would state that I have shown, and will hereinafter describe the same as constituting means for transporting coal from a collier to a vessel in a seaway, but I do not limit myself thereby as the cableway of my invention is capable of use in any situation where it is desired to transfer persons or goods of any transportable character from one Vessel to another.

Referring now to the drawings by characters of reference, 1 designates a vessel, for instance a war-ship, which may be termed the receiving vessel, and 2 designates a sending vessel from which coal or other supplies are to be sent to the receiving vessel. It will be understood, however, that the terms receiving and sending are not Words of limitation, but are used merel to describe the relation the two vessels ear to each other in the particular embodiment being described, as the cableway is adapted to transfer goods in either direction from one vessel to the other.

On each of the vessels respectively are masts 8, 4 which may be part of the vessels permanent equipment, or they may be erected temporarily while the cableway is in use, and removed after the cessation of the coaling or other transferring operation.

5 designates the main cable of the cableway which spans the space between the vessels and has'one end passed over a sheave 6 on the mast st, and carried down to and Wound upon the drum 'Z of a winding engine of a particular construction to be fully described hereinafter. The opposite end of the cable from that just mentioned passes over a. let-down-tackle cari'ied at the head of the mast 3 on the vessel 1, and back of said letdown-tackle is connected to a split anchorage the members 8 of which are made fast to the vessel 1 on opposite sides of the latter. The sheave 6 on the vessel 2 may be fixed, but the let-down-tackle on the vessel 1 is constructed so that the main cable may be lowered under circumstances to be presently set forth, and consists preferably of a loop member 8 through which the main cable passes, and which also supports a sheave 9, a rope 10 being connected to the loop and passed o er sheave 11 on the mast, thence down under the sheave 9 and over a sheave 12 on the mast, from which point the rope 10 passes down to and under a sheave 13 on the deck, and is wound on a drum 14, as shown in Figs. 1 and 2, which may be one of the winches of the ships equipment.

Adapted to travel on the main cable from one ship to the other is a main carriage 15, to which is connected a traversing rope, in this instance the inhaul rope 16, which passes over a sheave 17 on the mast 4 and which is then wound on the drum 18 of a winding engine, the construction of which will be described hereinafter, the winding of the rope onv the drum serving to pull the carriage along the main cable to the vessel 2. The carriage 15 may be of any suitable type, but I prefer it to be a release carriage which upon engagement with means on the cableway will release the load to permit the latterto drop onto the deck of the vessel 1. As these carriages are of a well known type I do not deem it essential to show or describe the same specifically in this application.

Wound upon a drum 19 on the deck of the vessel 2, is one end portion of an outhaul rope 20 which is passed over a sheave 21 on the mast 4, thence parallel to the main cable, through the carriage 15, and over a sheave 22 on a tail block 23 on the main cable from which sheave 22 the outhaul rope is reversed on itself and connected to the carriage 15 in any suitable manner, as at 24. The tail block may have a slight movement along the main cable, as may be required in the operation of the cableway, but is held in substantially the same position by a split anchorage, the members 25 of which are anchored to the vessel'l, opposing the pull exerted on the tail block by the inhaul and outhaul ropes.

26 designates a touch dumper block supported on the main cable and through which pass the runs of the outhaul rope, said block 26 being connected to the tail block 23 by a pennant. connection 27, which limits the outtravel of the touch dumper block but permits it to move toward the tail block 23.

The touch dumper block is arranged so as to be in position to be engaged by the releasing latch 15 of the main carriage so that by such engagement the load will be released from the load hook 15*.

At the end of the'cableway at the vessel 2, and supported by the cables 5, 16 and 20 is a haul-down block connected to the deck by a running connection 28, the free end of the rope of which is wound upon a drum 29 of a ships Windlass, said haul-down being operable to pull the cableway down to the deck of the vessel so that the'loadmay be connected to the carriage.

I'will now proceed to describe the construction of the drums 7, 18 and 19, which is such that the ropes of the cableway are maintained at a substantially constant clefiection so that the load is held free of the water in passing from one ship to the other. The winding drum or engine for the main cable, which maintains practically a uni form tension on the main cable while permitting the length of the latter to vary required by the pitching and rising of the ships, comprises a bed-plate having side pillars 30 in which is journaled a horizontal masses drum shaft 31, upon which is mounted a drum 32, on bearings 33, 33, said drum be- .ing free for rotary movement relative to the end fixed to the head 36 of the drum as at 40. The arrangement is such that the drum is connected to the shaft to be driven thereby, but it can move in both directions relative to the shaft owing to the resiliency of the spring. Keyed to the drum shaft is a gear wheel 41 which is geared to a pinion 42 on a power shaft 43, upon which are crank disks 44, having crank pins 45 connected to piston rods 46 by connecting rods 47, which piston rods carry pistons, "hot shown, of steam engine cylinder 48. On the power shaft 43 are eccentric disks 49, for operating valve rods, not shown, of the cylinder valves for the engine cylinders, the casings for said valves being shown at 50. The gear 41 is not connected directly to the drum, but is keyed to the drum shaft so as to drive the drum through the spring connections between the drum and shaft. The crank disks may be provided with bandbrakes 51, operated by a brake shaft 52 controlled by an operating lever 53.

Arranged between the engine cylinders is a controlling valve for controlling the flow of steam to the engine cylinders, said valve comprising a vertical casing 54 divided by a partition 54 into cylindrical chambers 56 and 57, the latter being connected by conduits 58 with the valve chests of the engine cylinders, one of the said conduits being indicated in Fig. 8. In the chamber 56, is

a cylindrical valve-way having upper andlower sets of openings 60, 61, and intermediate openings 62 communicating respectively with annular steam- ways 63, 64 and 65 respectively. The way 65'0pens to the main steam'line supply pipe 66, the way 63 to the exhaust pipes 67 from the cylinder valve chests, and the way 64 communicates with a port 68 leading to a cylindrical valveway 69 opening atits upper end into'the chamber 57 and at its lower end into a port 70 opening through the valve-wa'yhereto fore described intothe exhaust chamber 71 of the valve casing, the latter also communi cating with the'exhaust passage 63 as shown. The upper and lower ends of the valve chamber 56 are connected by means of the bypass or exhaust chamber 71 by means of the ports 55 and 59 and the annular passages 55 and 59 The main exhaust connection is at 71.

In. the cylindrical cage 59 is arranged a increase double piston valve having heads 72, connected by a reduced portion 7 1, the heads being so spaced that when the valve is moved the space between the heads will span either the openings 61, 62, or the openings 60, 62, so that in the first position the exhaust ports of the cylinder valve chests will be connected to the exhaust of the casing 54: on the one hand, and the steam inlet with the port 68 on the other hand, while in the second position, the steam inlet 62 will be connected to the port 60 to reverse the flow to the engine cylinders, and the passage 61 will be connected to the exhaust. This piston valve is provided with an extension rod 7 5 extending through a stuffing box 76 in the head of the valve casing, said rod being threaded through a hand wheel nut 7 7 rotatably mounted in a frame 7 8 on the casing, said hand wheel being operable to shift the valve to either of the positions above set forth. In order to prevent turning of the valve the rod or stem 75, is slotted longitudinally as at 7 9 to receive fixed keys 80 on said frame 78, all as shown in Fig. 8.

In the cylindrical valve-way 69 is a pup pet valve consistingof a hollow shell having a head 81 normally located in the chamber 57 and arranged to cooperate with the upper edge of the way 69 to control flow of steam between the chamber 57 and the port 68. This hollow valve is formed at its lower end with an annular piston head 82 connected to the head 81 by a reduced stem 83, which permits passage of steam around said valve in passing from the port 68 to the chamber 57. The head 82, terminates at its lower end within the passage 70, so that the chamber 57 communicates with said passage 70 under conditions to be described presently. The puppet valve is normally urged toward its seat by an expansion spring 81 seated on said valve and a spring plate 82 having a part 82 slidable in an opening in the head of the casing and engaged by an adjusting bolt 82 threaded through the head of the casing and operable to regulate the expansive force of the spring. Arranged in the valve-way 69, beneath the head 82 of the puppet valve, is a piston head 84; which. is adapted to either engage the lower end of said head to cut off communication between the chamber 57 and the passage 70 through the puppet valve, or to be moved away from said head to leave free communication between said chamber and passage. This piston 84 is carried by a stem 85 having at its lower end an enlarged cylindrical portion 86, slidably disposed in the head 86". The portion 86 is connected to a vertical threaded rod 88, having a spherical upper end, by a ball and socket joint; The rod 88 has a squared-lower end 89 seated in a correspondingly formed seat in the bed plate to prevent turning of said stem. On this stem 88 is threaded a gear nut 90 having a collar 91, straddled by a yoke 92 on the end of a lever 93 fixed to a rock shaft 94 journaled in the bed frame. This rock shaft has an arm 95 connected by a link 96 with an arm 97 on a second rock shaft 98 journaled in the frame and having an arm 99 formed wlth a yoke 100 pivotally connected to a split collar 101 arranged in a groove in a sleeve 102 keyed on the drum shaft to turn therewith, but to move in both directions lengthwise thereof, and threaded at one end as at 103 into a nut 104 bolted to the head 36 of the drum 32. By this arrangement the movement of the drum independently of the shaft will serve to raise or lower the head 8. and the puppet valve according to the direction in which such independent movement takes place, this operation of the valve being automatic.

Parallel to the stem 89 is a vertical shaft 105 carrying a large pinion 106 in mesh with the pinion 90, and of such length as to be in constant driving engagement therewith in all positions of said pinion 90, during the valve movement, and on this shaft 105 is a bevel gear 107 meshing with a bevel gear 108 on a shaft 109 having a pinion 110 meshing with the lower bevel pinion on a vertical shaft 112. lhis shaft 112 has an upper beveled pinion 113 meshing with a beveled pinion 114 on an operating shaft 115 journaled in the main frame and provided with a hand-wheel 116 for revolving the same. This arrangement provides means for the manual adjustment, regulation and operation of the puppet valve, independent of the automatic means set forth, and particularly for the adjustment of the valve when setting it for the desired in-pulling power so that the steam will be regulated by the automatic control.

The above description applies to the con struction of the main tension engine for controlling and operating the main cable, and I would state that substantially the same structure applies to the engines for the inhaul and outhaul lines except that the latter engines being subjected to lighter duties are of lighter and simpler construction, and the valve control is altered in some of its deails to permit operation of the inhaul and outhaul lines, the general features of construction of the valve, however, being the'same in all the engines. In the engines for the traversing ropes, the drums instead of being driven from a separate power shaft are mounted directly on the crank shaft, the spring arrangement being the same as in the main tension engine, and a somewhat simplified arrangement is supplied for transmitting motion from the nut 102 to the puppet valve, in this case the yoke 100, being on a horizontal shaft 117, having bearings in the main frame, and connected by an arm I and brake shaft connections 133, 18 1, all

'mit the valve 81 to be seated and thereby 118 having a yoke or forked end 119-.with a split collar 120 in a groove 121 formed in a gear nut 122 on the stem 88. See, Fig. 8.- This construction and arrangement applies to both engines for the traversing ropes, and the valves of said engines are therebyv auto,- matically operated independently of each other. I

Mounted in a bearing in each frame of the traversing engines is a stub shaft 123 carrying a gear segment 124, which segments mesh respectively with the gear nuts 122, on the stems 88, 88, of the ,valves of said engines, and connected to each segment is an arm 125, said arms being connected by a connecting rod 126, and the arm 125 at the outhaul engine being connected by a rod 127 with a' hand lever 128 so that by shifting the hand lever the segments will be operated simultaneously to shift the puppet valves of the engines. The stem 88 on one of these valves is threaded left-handed and the other right-handed so that said valves are simultaneously operated in different directions. The crank disks of these engines may be provided with band brakes 129, 130, operated respectively through foot levers 131, 132,

as shown in Fig. 6. I

As heretofore stated, the main cable tension engine is designed to automatically take in and pay out the main cable, so as to main tain a practically constant pull onthe main cable, which pull or tension can be regulated by the operator through a range of from zero to say 18,000 pounds, by way of example. Suppose, for instance, the engine be regulated so as to exert a pull of 10,000 pounds on the main cable and the valves are in substantially the position shown in Fig. 8, when steam is turned on the engine .Wlll start to wind up the main cable andfwill continue this winding operation so that the strain on the main cable gradually increases from zero toward 10,000 pounds. During this winding operation the springs 39 connecting the drum 82 and the shaft 31 are gradually compressed so that when the pull on the cable reaches 10,000 pounds the springs will be deflected sufliciently to percut off the supply of steam to'the engine cylinders. The engine then comes to rest and the steam pocketed in thecylinders act-s as a cushion against the pistonsin't'he cylinders to hold the winding drum in position to maintain the pull on. the cable so that the latter is held at the determined tension and consequently the desired deflection. It will be understood that the point at which the valve 81 closes is determined by the vertical adjustment of the said valve relative to its seat through the operation of the hand Wheel 116, shifting the stem 88 by means of the nut 90. Should for any reason, the strain or tension on the main cable fall below the determined pull, the springs 39 will expand so as to turn the drum in winding direction relative to the drum shaft, which will serve to shift the nut 102 lengthwise of the shaft 31in a direction to lift the steam valve 81 from its seat, so that the steam inlet 65 is open through the port 68, and the valveway 69 to the chamber 57, and steam is permitted to flow to the engine cylinders to move the pistons therein to .drive the drum in a direction to wind the rope thereon. This winding operation will continue until the pull on the rope reaches the point determined, in this instance 10,000 pounds, when the springs in the drum will have been compressed and the drum moved in the opposite direction on the drum shaft from that above described, to shift the valve stem 88 to permit the steam pressure and the spring 81 to close the valve 81. On the other hand if the tension in the main cable were increased, the increase of pull or load on the drum would move the same forward on the shaft to compress the springs 39 so that the valve stem 88 will be moved downward to separate the head 8a from the puppet valve head 82, the result being that the chamber 57 will be open to the exhaust port through the hollow puppet valve 81, and the space provided between the lower end of the latter and the head 84, and the steam will be permitted to escape from the engine cylinders, thus permitting the pull on the main cable to over-haul the engine without increasing the steam pressure in the cylinders, until the tension on the cable drops to the point determined, when the movementoof the drum relative to the shaft will have moved the nut on the latter to again raise the stem 88 and close communication between chamber 57 and exhaust port 7 0 through the puppet valve, thus maintaining the steam in the engine cylinders at the required pressure to cushion the pistons and thereby maintain the pull on the rope. It will be understood that by operation of the hand wheel 116 in either direction the connections between the drum and the puppet valve may be changed so as to regulate the point at which ,the controlling valve closes so that the engine may be regulated to pull any amount within limits.

The above description applies to the operation of the main tension engine after the cableway has been set up or installed. In setting up the cableway the automatic valve does not function. The hand wheel is operated to set the puppet valve to pull approximately 4c,000 pounds; this raises the puppet valve from its seat and establishes communication between chamber 57 and port 68. The double headed piston valve 72, 73, is raised to bridge ports 62 and 60, thus communication is established between the steam supply and the conduits 67 to the cylinders and also between the exhaust and t e conduits 58 to the cylinders. The flow of steam is therefore reversed and the engine runs in the opposite direction, paying out the main cable.

The two engines for the traversing ropes, that is which operate the inhaul and outhaul lines 16 and 20 for moving the load carriage from one vessel to the other, are

primarily for the purpose of operating these I cylinders so as ropes for controlling the carriage, but they are also tension engines designed to take in and pay out the ropes as the ships pitch or plunge in the sea-way or vary their distance from one another, the movement of the drums relative to the shaft serving to admit, cut off or exhaust the steam from the to take up, hold, or let out the ropes. As heretofore described the two valves on these engines are simultaneously controlled by the single operating lever 128 so that by moving the valves the steam supply is controlled so that one engine has its pulling power decreased-while the other engine has its pulling power increased so that said other engine overhauls the first engine and winds its rope on the drum. It will be understood that the two engines always work against each other, as they both pull on their respective ropes at the same time, that is one is always exerting pull on the other, or in opposition to the other. In other words, both engines normally operate at the same time to wind up their ropes, and the pulls are varied so that the difference in pull between the engines causes the carriage to be moved by the engine having the greater pull. If it is desired to hold the carriage stationary on the cableway the controlling lever is operated to a mid-position so that the engines both pull the same amount in opposite directions, and when it is desired to move the carriage the manual control is operated so that the pull is changed in both engines, being increased in one and decreased in the other. By this arrangement it is possible to stop the load quickly by throwing the operating lever from one extreme to the other, the springs compensating for the shock on the engines by the sudden stoppage. When the carriage is at the sending vessel, the foot brake can be applied to the inhaul engine, and the outhaul engine will compensate for all movement between the two ships, and when it is desired to hold the carriage at the war-ship the controlling lever 128 is pushed slightly from mid-post tion toward outhaul, where the carriage will be held against the touch dumper block and remain stationary; when in this position both engines will compensate for the rolling and pitching of the vessels.

The operation of the cableway when the carriage is operated to transfer from the deck, collides with the sending vessel to the,re eiving vessel is as follows :-Assuming that the collier hauldown 28 has been operated to pull the cableway down to the deck of the vessel 2, and the carriage is at. said vessel to receive a load, the load is hooked onto the carriage 15 and the haullown 28 is operated so as to slacken off and permit the cableway to rise so as to lift the load from the deck of the vessel 2. The operator for the hauling engines then shifts the lever 128 so as to cause the outhaul engine to exert a greater pull on the outhaul rope, than the inhaul engine on theinhaul rope, thus moving the load along the cableway toward the vessel 1. When the load reaches the center of the span, that is a point mid-way between the vessels, the haul-down on the collier will have been operated so that it reaches its highest point, and the full height of the mast 4-. is available, and at this time, the load having passed the center of the span, the collier let-down 28 is operated so as to lower the main cable, which is continued until the load carriage reaches the vessel 1 and delivers its load. The carriage is then returned to the vessel 2 for another load. The outhaul drum is operated until the car riage with its load passes over the bow of the vessel 1, and the let- down tackle 8, 9, 10, 11, on said vessel 1 is operated to permit the cable to descend toward the deck, the carriage arriving with its load just clear of the touch dumper block 26, releasing the load and permitting it to drop on the deck of the vessel 1. The load having been dropped the operator of the hauling engines pulls the lever 128 toward the sending vessel so as to shift the valves of the inhaul and outhaul engines so that the greater pull is exerted by the inhaul engine and the latter winds up the rope 16 to pull the carriage toward the sending vessel and reduces the pull on the outhaul engine so that the latter is overhauled during the inhauling of the carriage. During these operations of traversing the carriage the inhaul and outhaul lines will be subjected to varying tensions, owing to the pitching, tossing, or other relative movements between the vessels. but the tension will be substantially ropes held taut, owing to the spring connection between the drums and their shafts, causing regulation of the valves to admit an additional amount of steam when there is a decrease of pull on the rope, and to decrease or maintain constant the steam pressure in the engine cylinders when there is an increase of pull on the hauling lines so that the lines are normally subjected to the proper pull necessary to the successful operation of the carriage, and to prevent slack in the ropes. In the arrangement of the engines on the deck of the vessel 2, the conregulated and held constant, and thei. In a marine cableway, two vessels, a

main cable stretched between supports on said vessels, a carriage on the main cable, traversing ropes tor the carriage, winding engines for said ropes respectively, and means to cause said engines to simultaneously exert pull on the ropes in opposition to each other.

2.. In a marine cableway, main cable stretched between supports on said vessels, a carriage on the main "cable, traversing ropes for the carriage, winding engines for said ropes respectively, means to cause said engines to simultaneouslyfenert pull on the ropes in opposition tobachfl Other, and means for simultaneously n 'fcreasing the pull on one "rope and decreas 7 ing the pull on another rope.

3. In a marine cableway, two vessels, a

main cable stretched between supports on said vessels, a carriage on the main cable, traversing ropes for the carriage, winding engines for said ropes respectively, means to cause said engines to simultaneously exert pull on the ropes in opposition to each other, and means associated witheach engine for automatically varyingits tension on its rope in accordance with variations of pull on its rope.

traversing ropes for-"the carriage,"separat'e winding engines for said ropes respectively,

means to causesaid engines to exert simultaneously pull on the ropes 1n oppositionto each other, and means tor automatically" maintaining a determined tension, on" the main cable. i

In a marine cahleway, two vessels, a main cable stretched between supports on said vessels, a carriage on the main cable,

traversingrop e's for the carriage, separate pulling means simultaneously operable on the traversing ropes in opposition to'each' otl ier, and meansfor varying the strength of pull of said pulling means to traverse the carriage.

6. In a marine cableway, two vessels, a"

main cable stretched between supports on said vessels, a carriage on the main cable, traversing ropes for the carriage, separate pulling means simultaneously operable on two vessels, a

4. In a marine cableway, twovesselsfa' main cable stretched between supports on said vessels, a; carriage on the mam cable,

the traversing ropes in opposition to each other, and means for simultaneously varying the pulls of said pulling means to traverse the carriage.

7. In a marine cableway, two vessels, 21 main cable stretched betweensupports on said vessels, a carriage on the main cable, traversing ropes for the carriage, pulling means simultaneously operable on the traversing ropes in opposition to each other, and 5 means for causing a greater pull on one of the ropes than the other so as to traverse the" carriage.

8. In a marine cableway, two vessels, a

'main cable stretched between supports on said vessels, a carriage on the main cable, traversing ropes for the carriage, a winding? means for each rope, and means auto'mati cally controlled'by variations in tensioirof said ropes for varying simultaneously the 8 pulling power'of the winding means.

9. In a marine cableway, two'vesselsfa main cable stretched between supports on said vesselsfa carriage on the main cable; traversing ropes for the 'carriage, a winding means ffo'reachrop'e, means'whereby said winding means simultaneously exert: their pulls on the ropes, mans 'automa'tieally 'con-" trialled bygvariationsintensionofsaid ropes f fvaryin'g thepulling power of the re-' 5* spective winding means, and manual means for simultaneously increasing the pulling power ofone winding means' and decrees-j ing that ofthe' other winding means;

stretched between supports on said'vessels, an automatic tensionmeans for regulating the tension on said cable, a carriage on the, cable, inha'ul and outha'ul ropesfor trayersj ing the carriage and automatic" tensionen-i 0-5 gines simultaneously operating on said inhauland outhaul' ropes'in opposition to each" 11,111 combination, two' vessels, a cable stretched bet-ween supports on said vessels, '10 an automatic tension means v for regulating the tension on said cable, a carriage on the cable, inha-u and o'uthaul ropes fortrave'rs' *ing'the carriage, and automatic tension en- 10'. Incombination, two vessels,a cable gines exerting pull on saidinhaul and outhaul ropes respectively, controlling. means 'for determining the'pull of each of said last-named tension engines, and means for" operating said controlling means whereby the said engine's simultaneously exert o os 120 ing pulls on traversing ropes. 7 I 12. A 'cable'way infcombination, a main cable, a carriage on'the main cable, inhai ll and outhaul ropes forthe carriage, separate means tending normally towind each ofsaid ropes, and meansfor increasing the pull exerted by one of saidwindi ng means, and simultaneously decreasingthe pull exerted by the otherof'said winding meansto ne erse the carriage. g},

13. In a cableway in combination, a main cable, a carriage on the main cable, inhaul and outh-aul lines for the carriage, and separate winding means operating on each of said lines and means to cause the winding means to exert pulls on the carriage in opposition to each other, and means for simultaneously varying the pulls exerted by said separate winding means to traverse the carriage.

14. In a main cableway, two vessels, a cableway between said vessels, said cableway including a carriage, traversing ropes for the carriage, and separate power means for operating said ropes, and means whereby the power means are caused to strain simultaneously against each other during the traversing of the carriage.

15. In a main cableway, two vessels, a cableway between said vessels, said cableway including a carriage, traversing ropes for the carriage, and separate power means for operating said ropes, and means whereby the power means are caused to strain simultaneously against each other.

' 16.- In a marine cablewa-y, in combination, two vessels, a cableway stretched between supports on said vessels, a carriage on the cableway, traversing ropes for the carriage, power driven winding engines for operating the traversing ropes, means whereby said engines simultaneously and continuously have power applied thereto to tend to wind the'ropes thereon, and means to increase the pulling power of one engine over the pulling power of the other engine to thereby traverse the carriage.

17. In a marine cableway, in combination, two vessels, a cableway stretched between supports on said vessels, a carriage on the cableway, traversing ropes for the carriage, power driven winding engines for operating the traversing ropes, means whereby said engines simultaneously and continuously have power applied thereto to tend to wind the ropes thereon, and means whereby said engines may be caused to simultaneously exert difierent pulling powers to traverse the carriage.

18. In a marine cableway, two vessels, a cableway stretched between supports on said vessels, a carriage on the cableway, traversing ropes for the carriage, power driven winding engines for operating the traversing ropes, means whereby said engines continuously and simultaneously have power applied thereto to tend to wind the ropes thereon, means controlled by tension of the ropes to vary the power applied to the engines to cause them to increase or decrease the tension on the ropes, and means to increase the pulling power of one engine over that of the other engine to traverse the carriage.

19. In a marine cableway, in combination, two vessels, supports carried by. a frame, a main cable stretched between said supports, a carriage on the main cable, inhaul and outhaul lines for the carriage, two separate drums on which the said inhaul lines are a,

respectively wound, separate power means for driving the drums, means for controlling said power means to cause the drums to simultaneously exert pulls on the said lines in opposition to each other, and means controlled by the tension in the lines to cause the drums to pay out or take up the lines in accordance with variations of tension on the lines.

20. In a marine cableway, in combination, 1

two vessels, supports carried by a frame, a main cable stretched between said supports, a carriage on the main cable, inhaul and outhaul lines for the carriage, two separate drums on which the said inhaul lines are respectively wound, separate power means for driving the drums, means for controlling said power means to cause the drums to simultaneously exert pulls on said lines in opposition to each other, and means controlled the drums to pay out or take up the lines in accordance with variations of tension on the lines during the traversing movements of the carriage. 1

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

LOUIS G. RUeoLEs, ERNEST PULsroRo.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, 1). 0..

by the tension in the lines to cause it is hereby certified that in Letters Patent No. 1,676,599, grantee October 21,

1913 upon the application of Thomas Spencer Miller, of South Orange, New Jersey for an improvement in Marine Cathleways, errors appear in the printed specification requiring correction as follows: Page 3,line 116, for the Word deeils read details; page 6, line 39, for the Word tension reed pull, and same page, fine 40.,

for the were pull read tension; and that the said Letters Patent should Fhereed V with these corrections therein that the same may conform to the record 0f the case in the Patent Ofieeo Signed and sealed this tth day of November, A. D, 1913. [emu] e. 'r; renzree,

Acting Commissioner of fuller tie,

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