US1860177A - Marine railway - Google Patents

Description

May 24, 1932 F. R. DRAvo ET Al. 1,860,177

MARINE RAILWAY Filed March 10, `1931 7 SheetS-Sheet l TUPOFRANK l "I mill l May 24, 1932- F. R. DRAvo ET AL 1,860,177

MARINE RAILWAY Filed March l0. 1951 '7 SheetS-Sheet 2 INVENTORS May 24, 1932. F. R. DRAVo ET AL MARINE RAILWAY Filed Mar'oh 10, 1931 v sheets-sheet` s INVENTORS Swn Vw, @64am Mea/2.

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May 24, 1932. .F, R. DRAVO ET AL MARINE RAILWAY Filed March 10, 1931 7 Sheets-Sheet 4 May 24, 1932 F. R.' DRAvo ET AL 1,860,177

MARINE RAILWAY Filed Manch l0. 1931 '7 Sheets-Sheet 5 INVENToRs May 24, 1932.

F. R. DRAVO ET AL MARINE RAILWAY Filed March 1o, 1951 7 Sheets-Sheet 6 May 24, 1932. F, R' BRAVO ET AL 1,860,177

MARINE RAILWAY T0 OTHER Patented May 24, 193.2

UNITED STATES PATENT OFFICE FRANCIS R. DRAVO, OF EDGEWORTH, AND VERE B. EDWARDS, F MOON TOWNSHIP, ALLEGHENY COUNTY, PENNSYLVANIA, ASSIGNORS TO THE BRAVO CONTRACTING COMPANY A CORPORATION 0F PENNSYLVANIA MARINE RAILWAY Application led March 10, 1931.` Serial No. 521,450.

This invention relates t0 marine railways,

and consists in improvements in structure View in vertical and longitudinal section (taken on the plane I-I of Fig. II) of a marine railway of this invention, installed at the margin of a body of water, as for example a navigable river, and adapted to carry river craft such as steamboats and barges back and forth between a position of otation in the Water and an elevated position on shore, Where they are accessible for building, repair, and other purposes ;-Fig. II is a view to smaller scale, showing the structure in plan; Fig. III is a fragmentary view in Vertical and longitudinal section, taken on the plane III- III of Fig. II, to larger scale than Fig. I, and illustrating details of carriage structure and of carriage-moving means; Fig. IV is a fragmentary view, showing in plan parts which in Fig. III are shown in elevation; Fig. V is a View to still larger scale, in vertical and transverse section, on the plane indicated at V-V, Fig. III; Fig. VI is a fragmentary view in vertical and longitudinal section, comparable with Fig. III, illustrating certain details of structure,- and serving, together with Fig. III, to illustrate certain features of'utility; Fig. VII is a fragmentary view in 'vertical section, transverse with respect to the extent of the railway, and to still larger scale, illustrating further details of carriage structure; Fig. VIIIshows, in side elevation and in horizontal section, details of chain structure; Fig. IX is a view in plan, illustrating to larger scale the carriage-moving means shown in Fig. IV; Fig. X is a view int vertical and'longitudinal section, comparable with Fig. I, illustrating to larger scale certain details of structure of themarine railway; Fig. XI is a fragmentary view, illustrating schematically the electrical control panels and their associated control e uipment; and Fig. XII is a Wiring diagram o one unit of the control equipment, and of the carriage-moving means associated therewith.

The railway consists of an inclined bed and of tracks, extending upon the-bed and up and down the inclination thereof, transversely of the water-line for suitable distances beneath the Water on the one hand and up the bank on the other, of cars movable upon such tracks, and of means for moving the cars.

In the railway of this invention the tracks are laid in pairs-1, 1; 2,2; etc., Fig. II. The two tracks of each pair are spaced apart at a relatively narrow intervalfeet, for example-and the successive pairs of tracks are properly spaced to suit the intended use. In this instance there are 12 pairs of tracks, spaced at center-to-center intervals of 23 feet. The tracks are laid at a slope of 1:8; and in this case they are about 400 feet long and extend 160 feet beyond the water-line, that is to say, to a depth of feet. The rails rest on parallel steel beams 3 (Fig. V). The bases of the rails and the steel beams on which they rest are held in beams 4 of strongly reenforced concrete. Across the lower endof the railway extends a concrete wall 5, u on which the beams 4 at their lower ends a ut. The wall 5 in turn rests in part on a are in all 12 carriages. In this case the carv riage is of Wedge shape and of double box girder construction; it is 48 feet long and at the river end stands 10 feet high. It is provided with lines of double-flanged wheels 81 which engage the tracks 1, 1; 2, 2; etc.

The Wheel is integrated with its axle 82, l

and is trunnioned in bushings` 83 which are set in the opposite walls of a box 84 borne by the carriage (Fig. VII). The box surrounds the wheel, and its side-walls dependon either side of the rail which the wheel eny approximation to the treads of the rails, are

plow shape, as indicated at 184. Suitable packing excludes waterfrom the bearing, and the surrounding box protects the wheel from beingclogged or fouled by water-borne drift; its plow-shaped ends serve to clear the track of mud as the carriage moves beneath the water-line.

Upon each of its upper lon itudinal ed es the carriage bears a length o 18-inch rol ed channel 85, withl upturned flanges. These channels constitute slideways and are adapt- -ed to receive blocks, in this case timbers 86,

which may be held to position during submer ence by means of pins 87. In service, the L(horizontal surfaces of the channels beneath the timbers are greased, and upon withdrawal of the pins 87 a load may be shifted by slippage, in the manner described below.

Each component box girder of each carriage-is equipped at the water end with a steel plow 88, to fend olf dbris as the carriage descends in the water. At the water end each girder is provided additionally with a bumper block 188 of timber. A stop 89, which may be adjustable in position, stands vertically near the land end of the carriage. Theca'rriage may be equipped with a pawl 100, to engage a rack 98 suitably set adjacent the tracks.

Each carriage is raise'd and lowered upon a single hauling-member, in the form of a chain 9, secured by bridle 90 to the carriage. The chain is trained upon a sprocket-wheel 10 at the land end of the railway. Rollers 99 are set at intervals in fixed standards between the tracks tovsupport the chain. The chain is of suicient length to permit the carriage to be lowered to the water end of the railway, with some surplus. The otherwise free end of the chain, the end remote from the carriage, is secured to a back-haul line in the form of a steel rope 91-which extends around a sheave 92 at'the water end of the railway, and at its farther end is secured to thecarriage. The sheave 92 is rotatably borne in an anchora e in the form of a bar 93, adjustable in its eective length. This bar is pivoted, and is of such length that by swinging it the upper end may be raised clear of the water, or'purposes of adjustmentv and for roper 'attention to the sheave 92. In Fig. II the iaised position of bar 93 is indicated in dotted nes.

Fig. VIII illustrates the construction of the hauling-chain. Each link includes four bars 94 vof rolled steel, pivoted upon shouldered pins 95, the bars of 'successive links being interdigitated, as shown in the drawings. Washers 96 are interposed between the bars, to relieve friction when the chain rounds the sprocket-wheel. The material used is most carefully selected and the fabrication is minutely accurate; particularly,

the pivot-holes in the bars 94 are most accurately spaced and shaped. The construction admits of extreme accuracy in dimensions, with close tolerances, to maintain uniformity, to the end that companion carriages shall move ontheir tracks in unison. Instead of nuts, threaded upon the pins 95, the assembly is made secure by washers 97, welded to lace. v

p Associated with each carriage isa hauling unit, consisting of an electro-motor, with suitable reduction gearing', the,4 last element of which carries the sprocket-wheel 10. In the line of connection is arrangedl a speedchanging device 12, through the use of which carriage speed may be accelerated, for the movement of empty -.carriages and light loads. A magnetic brake 13 is associated with the first counter-shaft of each hauling unit, and a hand-brake 14 with the second.

The first counter-shaft 15 is tubular, and constitutes a quill upon a line-shaft 16. The line-shaft extends in continuity, and upon it the quill-shafts of the transmission mechanisms of a plurality of the hauling unitsand, conveniently, of all of the haulinv units--are mounted. Magnetic clutches 1 are provided, one in association with each unit, for uniting and separating at will the quill to and from the line-shaft.

The hauling units and the line-shaft with their associated parts are contained in a machinery house 18 which extends across the land end of the railway, and the walls of the machinery house serve as a support for the rails 19 of a service track, upon which a gantry whirler crane 20 travels, to handle material for repair work and material for the new construction which may at times be carried forward on the railway. A service railway 26 extends along the land side of the machinery house.

Entrance doors 21 to the machinery house are provided between the succeeding pairs of . tracks 1, 1; 2, 2; etc., and through the roof (ofconcrete slab construction) hatchways with removable -steel covers 22 are formed. These hatchways are arranged, one immodiately above each hauling unit, and they are sufficient in size to permit the removal of the hauling unit complete, when required.

The motors, the magnetic clutches, and the magnetic brakes may be made subject to control from a single properly situated station 23 (Fig. II), and by a single operator having clear view of the whole railway. The speed-changing devices, as well, might be made subject to control from station 23; but, as a matter of fact, in the installation which we actually have made, each speed-changing device 12 is severally and manually operable, as is usual with such devices. The hauling units with their quill shafts, the line-shaft and the magnet-ic clutches, constitute an assembly in which anyone hauling unit may be .operated alone, or any combination of the whole twelve units may be tied together and made responsive in simultaneous operation to the swinging of a single master switch. A system of signal lights may be provided, to indicate to the operator which particular units are connected for service, and watt meters may be provided, to indicate the magnitude of the load which each motor in operation is carrying. In case any motor is thus revealed to be subject lto overload (its associated carriage sustaining an undue portion of the entire burden), that l motor may .be disconnected from the assembly, and may `then be individually driven, until its haulingchain is properly adjusted in its eective length, whereupon it may be restoreld again to lts place in the assembly, and operation of the whole may be resumed. A system of push-buttons may be provided, and, in response to pressure upon one and another of them, the individual carriage may be inched intoproper position relatively to another. carriage or other association of carriages. Such inching of 'an individual carriage will ordinarily be done above the water line and before lowering a set of carriages to receive their load. After a floating vessel has been brought to position over a prev'ously lowered set of carriages, further nching may if necessary be performed. Inching may also be done in case a particular carriage becomes overloaded in course of hauling. It will further be perceived that, when a boat is to be raised Whose hull is not A flat-bottomed, cradles may be provided to `IV)', and brakes 13 (cf. Fig. IV).

engage the hull and to be engaged immediately by the carriages, and when such cradles are employed, there will be greater likelihood of necessity for inching the carriages after submergence. The controls for the motors, the clutches, and the brakes are provided with the necessary interlocks and with overload and safety features, to insure unitary operation of any Vpredetermined group of carriages.

A trench 24 Vis provided for carrying electrical connections from station 23. A feedline from a suitable source of electric power to the station is indicated at 25.

Electrical control of the nature indicated is illustrated in Figs. XI and XII. This control equipment includes a switchboard 101, a control desk, 102, clutches 17 (cf.

e switchboard carries an accelerating panel 103 and reversing panels 104, of which latter there is one for each motor 11 (again, cf. Fig. IV). The motors drive, as has been explained, the sprocket wheels 10, of which there is one for each carriage. The control is so arranged that, with control switches K closed and Awith the transfer switch 105 of any motor (there is one such transfer switch for-each motor) turned to the position designated IND, that particular motor 11 may be run individually, to bring its particular carriage to proper position-as, for instance, to supporting position beneath the hull of a boat.

Referring particularly to Fig. XII, the

' wires a and b may be understood to be line wires from a source of direct current, and the wires L1, L2, and L3, may be understood to be the three line wires for the three phases of an alternating current, with the source of which they are connected. )Vhcn operation is to be brought about switch J is closed, and current flows in the line a, b. Simultaneously with the closing of switch J, the relay R is closed and alternating current flows through Wire L2 to line L21. Alternating current is supplied to line L21 as long as there is direct current flowing in line wires a and b. In off position the master switch 106 connects wire L21 to a wire L23, leading to the coil of a low-voltage protective relay P. The opposite end of the said coil is connected by wire L15 (through the emergency stop switches 120 and 121) to wire L14, and thence to the contacts of the overload relay L. As will presently be described, transformers T are associated with two lines, L6 and L4, of the threeephase current supply system for the motor 11. The secondary coils of the transformers T are delta-connected, by means of hot wires t; a mechanical tension Wire s is trained over a pulley c; atone end the wire s is secured to a tension spring el, and at the other end it is secured to the hot wires t. The hot wires t furnish the load for the secondary coils of the transformers T, and when overload currents are drawn through the current supply system, the wires t heat and expand, spring d shifts wire s and rotates pulley c, lifting the contact arm e and breaking connections between line L14 and live wire L1. In brief, the overload relay or circuit breaker VL operates on the principle of a hot-wire ammeter. There is an overload relay L for each of the nine motors 11, andthe relays (L) are all connected in series.

As mentioned above, the closing of switchv J closes relay R, and (the master switch 106 beinU in off position) the relay P is encrgize effecting the closing of circuit through wires L21 and L24, and wires L23 and L24. IThe control switch K is next closed, connecting wire L17 to wire L1 and wire L27 to wire L24, and energizing spring-closed relay 107. Upon such energizing the relay 107 opens against the resistance ofits spring.

With the mechanism so adjusted, individual operation of the motors 11 is effected as follows: The starting switch 122 is left open, and the transfer switch 105 of the motor to be individually driven is thrown to the indi vidual position IND. The function of the transfer switch 105 is to transfer the control of its associatedmotor 11 from the master nating red lamp 113, iows throughswitch 108, wire L45, transfer switch 105, and wire L44. By means of wires L44 and L17 a circuit is closed through the coil of hoist contactor'111. The contactor 111 closes, and as.

it closes, its control contact 123 unites wire L1 with wire L13; current then flows through the coil of relay 114 to wire L24, and energy is thus supplied to the instantaneously acting contact Q of relay 114, whereby wire L24 is united with wire L28, and the starting contactor 115 is energized, effecting the supply of current at reduced voltage to motor 11. The current vflows to the'motor/ 11 by way of Wires L1, L2, L3, resistors 125, Wires L11, L22, L33, motor knife switch N, wires L4, L5, L6, wires L7, L8, L9, hoist contacter 111, and wires Tl, T2, T3. 4These lines include the primary coils of transformer T. When the starting contactor 115 closes, a circuit is established from the energized wire L1, through auxiliary contact 123 of the hoist contactor 111, through vwire L12 to the coil of brake relay 116, thence through the wire L46, and through the contact 124 on contactor 115, to the wire L24. Accordingly, the brake relay 116 closesthe circuit running from the line wire a, through fuse a2, the relay contact wire a2l, and through the brake-operating coil to the line wire thus releasing the brake for operation of the motor 11. After a definite interval, the time-delayed contact V of .relay 114 eifects the making of contact between wire L24`and wire L29, so that the running contactor 117 is energized. Contactor 117 short circuits the resistors 125, and effects the application of full voltage to the motor terminals. When the hoisting switch 108 is released the above-described connections are interrupted and the motor stops.

To lower the carriages individually, the sequence of operation is thesame as that required for the individual hoisting of. the carriages, except that the lowering switch 109 is closed, which effects the closing of the lowering oontact 110 and the energizing of the green light 112. Such operation of contactor 110 reverses the direction of rotation of the motor 11. Otherwise, the operation of the parts is the same as that required for the individuallioisting of the carriagesf When group operation of several motors 11 is desired, the controls of the hoisting units which are to be grouped are adjusted as follows: The transfer switches 105 of these motors are thrown to group position GR-P. The starting switch 122 is closed, connecting Wire L21 to wire L25. In each unit the transclutch 17, and through wire L30 to line wire b. So, the closing of relay 118 energizes the clutch 17, and the motor 1l is united with the line shaft`16. The closing of relay 118-also establishes connection between live wire L1 and wire L16; wire L16 is, however, not in a. closed circuit, because spring-closed relay 107 remains' open, unless (as will presently appear) the fuses of knife switch -K are blown. All motors of the 'group are in this manner connected to the line shaft.

The master switch 106 is now moved to hoist` position, and effects connection of wire L21 to wire L43. It will be remarked that wires L25 and L43 are connected to the transfer switches 105 of each motor, so that the 'master switch controls the operation of each motor unit in the group. The wire L43 is connected to wire L44 by the transfer switch 105 in GRP position, and wire L44, accordingly, energizes the hoist contactor 111. The hoisting operation of the group of motors follows, in the same manner as described in individual hoisting.

Upon moving the master switch 106 t0 lower position, wire L41 is energized from wire L21,'wire L21 being connected throu h master switch 106, wire L40, and trans er switch 105 to the wire L41. The lowering of the carriages in group operation from this point on is the same as that described for the individual lowerin of the carriages.

Upon failure o the supply line voltage, or upon the opening of any of the motor overload relays (L), or upon the opening of any of the emergency switches 120, 121, the relay P will open and stop operation. When the voltage returns again to its normal value, the master switch 106 must be returned to off position before the relay P can be reset to admit of further operation.

While the group of motors is operating, any motor not in the group may, manifestly, be operated individually. The switch 122 of that motor may be left open, and then the shifting of the switches 108 and 109 of that motor will, in the manner described, Veffect operation.

Two or more motors may be operated as a group without clutching to the line shaft. This is effected `by opening the switches 122 of the motors to be operated. Switch 106 then controls the operation of those motors.

If, due to a short circuit, or for any other reason, the fuse of any of the control switches K blows out, the associated relay 107 becomes deenergzed, and its spring thereupon closes the relay, uniting wires L16 and L12. Thereupon an auxiliary circuit (L16, L12, L46) charges the brake relay 116, and is effective to withhold the brake 13 from application, so that the hauling chain of the unit which has broken down electrically may continue in operation, being controlled by the other units of the group, connected to the line shaft 16.

The intervals between the beams 4 are `paved with pavement in the form of rein- :forced concrete slabs 41; and above the water-line this pavement is stepped. The treads 42 of the steps are 2 feet deep; they are spaced at 8foot intervals; and between the steps extend inclined surfaces 43, with a rise of 1 foot in 6. See Fig. Vl. rlhe treads or the steps are used to carry blocking 48, upon which a vessel which has been raisedv on the railway carriages may be brought to restthe carriages being moved downward to shift the burden. This is illustrated in Fig. Vl. rlhe inclined surfaces 43 which extend between the treads of the steps are adapted to aord easy access to the work, whether sustained on carriages or on blocking, and the slope is sufficiently gentle to permit the moving about upon it of trucks and other carriages.

Covered service trenches, whose position is indicated at 44, Fig. lll, are formed in the pavement and extend from the upper end of the railway downward. rlhey are arranged at convenient' intervals, and in this instance they are shown to be arranged on the upstream side of alternate pairs of tracks. At their upper ends they connect with a crosstrench, indicated at 45. These trenches 44 are provided, as will be understood, with convenient outlets, and they are serviceable to contain electric conduits and various pipe lines for air, water, steam, etc.

Rudder pits, sunk beneath the general level of the pavement, are'provided in suitable locations. ln this installation rudder pits 46 are provided at both the down-stream and the up-stream sides of the railway, and conveniently at a distance about 35 Jfeet to the land side of the water-line; and an addi- 'tional rudder pit 47 is provided at the extreme upper end of and on the down-stream side of the railway. These pits afford access, for the ready removal of and installation of rudders of vessels sustained on the railway.

The problem of which the installation described is a solution is the problem or hauling a plurality of carriages upon a marine railway at uniform speed, to prevent undue strain on any one chain, and to prevent extraordinary stresses within the vessel which is being carried. A. disadvantage which is inherent in a railway whose hauling units are connected by hand-operated clutches to a line-shaft driven by a single motor is that a large force of men is required to operate it.

The usual construct-ion includes a relatively wide carriage having two hauling chains connected to it at its ends. The chains as commonly constructed are not susceptible to such accuracy in manufacture as to forbid minor irregularities in length; and, in consequence, there are tendencies to a skewing of cars and to an unequal loading of the paired chains.

ln exempliiication of operation, let it be assumed that a towboat 200 feet lonfr, 40 feet wide, and of 1200 tons weight, is to tbe raised from the water. ADue to the shape of the hull, the maximum number of carriages which may be used to advantage is seven; and the distributed load will average about 170 tons per carriage. Due, however, to overhang, the vend carriages must sustain loads approximating their capacity of 250 tons, while the interior carriages'ot2 the set are less heavily burdened.

rllhe towboat is broughtin, broadside to the railway, and is held with shore-lines in, say, iiiteen feet oil water. lf on an even keel, this boat will draw about six feet of water, and as the carriages at the water end are ten iieetrv high, the carriages as they are loweredV will abut upon lthe side of the hull. rlhe carriages before they are lowered are, by the individual driving of their several hauling units, brought to alignment;`they then are lowered in unison, the magnetic clutches which connect the motors to the line-shaft being closed. lln 'this lowering operation vthe baclrhaul lines are effective. When the carriages have been brought to abutment upon the hull oi the boat, the shore-lines are slachened o5", and the carriages are by the backhaul lines advanced downward along the traclrs. The advanced carriages in their zurther descent push the vessel off-shore until, in deeper water, they pass beneath the hull. As soon as the carriages so clear the vessel, 'their movement is arrested, and the vessel is hauled shoreward, above the submerged carriages, until it rests against the stops 89. laines from the vessel then are secured to the hauling-chains 9 ot the two end carriages, to hold the vessel in position until 1t comes to rest upon the rising carriages.

All oi' the hauling motors of the carriages involved, having already been connected by the magnetic clutches with the line-shaft 16, are now brought into action, and the carriages 'travel up the railway and in doing so raise the vessel and sustain its-weight. lf then the watt-meter readings show an over load on any individual motor, hauling is interrupted, the particular motor is released from its clutch connection to the line-shaft, the carriage with which it is associated is .eased oit, and then clutch connection is renewed, and the upward united travel of the carriages is resumed.

The vessel may be hauled to the upper end of the railway; or, if a repair job of short duration is to be performed, it may be brought to rest in a lower position. The magllo' netic brakes 13 are serviceable in bringing the carriages severally to and sustaining them accurately in position. When the vessell is to be kept on the carriages while repair work goes on, the hand-brakes 14 of the hauling-units are set. As an additional safety measure, the pawls 100 may -engage their racks; and the pawl would be effective tohold a carriage, even if its hauling-chain were removed.

If the repair job intended is one of longer duration, and if the carriages are needed for further work, the boat, raised to a relatively high position, is transferred to blocking. The wood blocking 48 (Fig. VI) is built up, resting upon the level treads 42 of the stepped pavement adjacent the tracks, and engaging the hull, beneath which it is snugly wedged. The carriages upon which the boat has been raised are then pulled away, leaving the boat resting, as shown in Fig. VI, upon the blocking alone. This operation is greatly facilitated by the lubrication of the timbers 86 in their engagement upon the webs of channels 85. (The pins 87 whichsecured the timbers 86 during submergence of the carriage will, of course, have been withdrawn before the transfer of the load to the blocking is undertaken.)

We claim as our invention:

1. In a marine railway an inclined bed, a plurality of tracks extending upon said bed, a plurality of carriages movable upon said tracks, a plurality of hauling units, one for each carriage, connection between each hauling unit and one of the said carriages, each hauling unit including a prime mover, a source of energy, means for bringing into energy-receiving association any combination of such prime movers and means for establishing connection from said source of energy to the prime movers of such combination.

2. In a marine railway an inclined bed, a plurality of tracks extending uponsaid bed a plurality of carriages movable upon said tracks, a plurality of hauling units, one for each carriage, connection between each hauling unit and one of the said carriages, each hauling unit including an electric motor, a source of electric energy, manually' controlled means for bringing into energy-receiving association any desired combination of such motors, and manually controlled means for establishing energizing connection from-said source to the vmotors of 'such combination.

3.' In a marine railway an inclined bed,-

a plurality of tracks extending Aupon said bed, a plurality of carriages movable upon said tracks, a plurality of hauling units, one

for each carriage, connection between each hauling unit and one of the said carriages, each hauling unit including an electric motor, a source of electric energy, two lines of connection between said source of energy and each of said motors, manually controlled means for bringing into energyreceiving association along one set of such line any desired combination of such motors, manually controlled means for establishing energizing connection from said source through such associated lines tothe motors of such combination, and manually Vcontrolled means for establishing energizing connection from said source throu hthe lines ofthe other set to each motor not included in such combination.

4. In a marine railway an inclined bed, a plurality of tracks extending upon said bed, a plurality of carriages movable upon said tracks, a plurality of hauling units, one for each carriage, connection between each hauling unit and one of the said carriages, each hauling unit including a prime mover, a source of: energy, means for bringing into energyreceiving association any combination of such prime movers, means for establishin Y connection from sa'd source of energy to t e prime movers of such combination as a unit, means for establishing connection from said source of energy to the other and unassociated prime movers severally.

5. In a marine railway an inclined bed, a plurality of tracks extending uponl said bed, a plurality of carriages movable upon said tracks, a plurality of hauling units, one for each carriage, connection between .each hauling unit, and one of the said carriages, each hauling unit including a prime mover, a

`source of energy, means for bringing into energy-receiving association any combination of such prime movers, means for establishing connection from said source of energy -to the prime movers of such combination as a unit, means for establishing connection from said source of energy to the other and unassociated prime movers severally, and means for'bringingany prime mover into or out of such an association previously established.

- 6. In a marine railwaycan inclined bed, a plurality of tracks extending upon said bed, a plurality of carriages movable upon said tracks, a plurality of hauling units, one for each carriage, connection between each hauling unit, and one of the said carriages, each hauling unit including an electric motor, a source of electric energy, two lines of electric transmission from said source to each of said motors, a manually controlled makeand-break device associated with each motor and controlling the completion of circuit from said source through one or the other of the two lines, and a manually controlled make-and-break device additionally controlling the completion of circuit from said source throulgh lone of the two lines to each motor. 7 n a marine railway an-inclined bed, a pluralit of tracks extending upon said bed, a plura ity of carriages movable upon said lll tracks, a plurality of hauling units, one for each carriage, connection between each hauling unit and one of the said carriages, each hauling unit including an electric motor, a source of electric energy, aline of electric transmission leading from said source to each of said motors, a shunt line leading from said source and branching to each of said motors, a control` switch for saidshunt line, a single manually controlled make-and-break device arranged in said shunt line and controllingthe completion of circuit through all the branches thereof, a manually controlled make-and.- break device associated with each motor and vmovable to closey a break alternately, either tracks, a plurality of hauling units, one for each carriage, connection between each haul- ,ling unit and one of the said carriages, each hauling unit including a prime mover, a source of energy, means for bringing into energy-receiving association any combination of such prime movers, for establishing connection from said source of energy to thev prime movers of such combination, and, while energy-imparting connection continues wit respect to the others, for separating at will from such combination any component prime mover.

9. ln a marine railway an inclined bed, a plurality of tracks extending upon said bed, a plurality of carriages movable upon said tracks, a plurality of hauling units, one for each carriage, connection between each hauling unit and one of the said carriages, each hauling unit including an electric motor and an electrically controlled brake, a source of electric energy, manually controlled means for bringing into energy-receiving association any desired combination of such units, and manually controlled means -for establishing energizing connection from said source to the motors and brakes of the units of the combination. p

l0. In a marine railway a plurality -of hauling units and a line shaft, each unit including an electric motor and an electrically operated clutch for connecting the unit to the line shaft, a source of electric energy, manually controlled means for bringing into energy-receiving association any desired combination of such units, manually controlled means for establishing energizing connection from said source to the motors of such combination, and manually controlled means for establishing energizing connection from said source to the clutch of each unit.

11. In a marine railway a plurality of hauling members, a plurality of hauling units each including a prime mover, a line shaft, means for connecting and disconnecting at will each unit and said line shaft, and means for driving at will one of said prime movers alone or any two or more of said prime movers simultaneously.

l2. ln a marine railway a plurality of hauling members, a plurality of hauling units each including a prime mover, a line shaft, a clutch arranged between each unit and said line shaft, and a brake for each unit.

13. ln a marine railway an inclined bed, a plurality of tracks extending upon said bed, a plurality of carriages movable upon said tracks, a plurality of hauling members, one for each carriage, connection between each hauling unit and one ofthe said carriages, a plurality of prime movers, one for each hauling member, a line-shaft, and means for connecting and disconnecting at will each prime mover with said line-shaft.

14. ln a marine railway a plurality of hauling members, a plurality of hauling units, one for each hauling member, each unit including an electric motor and driving connection between motor and hauling member, a line-shaft, the said driving connection in each case including a quill upon said lineshaft, and a plurality of magnetic clutches, one for each quill, and adapted to be effective in alternately uniting and separating quill and line-shaft.

l5. ln a marine railway a plurality of hauling members, a corresponding plurality of carriages, to each of which one hauling member is secured, a plurality of hauling units, one for each hauling member, each unit including a prime mover, a line-shaft, and means for connecting and disconnecting at will each prime mover with said line-shaft.

1G. ln a marine railway a track, a carriage movable upon said track, a hauling member secured at its opposite ends to said carriage, rotatable members arranged at opposite ends of said track about which said hauling member is trained, driving means associated with the rotatable member at one end of the track, and a pivoted anchorage upon which the rotatable member at the other end of the track is mounted.

17. ln a marine railway an inclined bed eX- tending below and above water-level, a track extending upon said bed up and down the inclination thereof, a wheeled carriage movable upon said track, and a hauling member engaging said carriage, the carriage being equipped with otherwise closed and downwardly opening journal-boxes in the opposite walls of which journal-boxes the carriage wheels are journalled.

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18. In a marine railway an inclined bed extending below 'and above 'water-level, a rail extending upon said bed up and down the inclination thereof, a Wheeled carriage movable upon said rail, and a hauling member engagng said carriage, said carriage being Iprovided with a journal-box including integral top ends and sides, the opposite side- Walls beino' provided with aligned openings surroundey exterior-ly with outstanding flanges, bearing-blocks set in said sleeves, and a wheel with integral axle rotatably mounted on said bearing-blocks.

19. The structure of claim 2, the side-Walls of the journal-box in the assembly ext-ending downward and overlying the sides of the rail engaged by the wheel.

20. In a marinevrailway a plurality of tracks, a machine y house extendingl transversely of the tracs at one end of the railway, a plurality of hauling members, a correspondingplurality of hauling uni-ts, 'arranged in said machinery house, and a service` track mounted upon and borne by said :a machinery house.

21. In a marine railway an inclined bed,

a plurality of tracks extending lupon said bed up and down the inclination thereof, a plu-l rality of carriages movable upon said tracks,

so and hauling members engaging the carriages,

the surface of the bed in the intervals between the tracks being shaped to a succession of areas which in the direction of track extent are alternately inclined and level.

22. y'In a marine railway an inclined bed lthe continuity of whose surface is irrt-errupted by a succession of transversely extending level steps with inclined areas between, said bed being provided with a plurality of 4o longitudinally extending tracks, carriages movable upon said tracks, and hauling members engaging said carriages. 23. In a marine railway the combination of an inclined bed, a track4 extending upon said bed, and a wedge-shaped carriage movable uponmsaid tr'ack, such carriage presenting to the load a horizontally extending upper surface and being provided on its upper surface with a slideway extending in the direction of carriage travel for a load-engaging block, the inclination of the surface of said bed being interrupted by a horizontally disposed area, affording a base for blocking.

In testimony whereof we have hereunto set our hands.

FRANCIS R. DRAVO. VERE B. EDWARDS.

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