US2359366A

US2359366A - Submerged barge and towboat

Info

Publication number: US2359366A
Application number: US463662A
Authority: US
Inventors: Katcher Morris; Stanley W Walker
Original assignee: Individual
Current assignee: Individual
Priority date: 1942-10-28
Filing date: 1942-10-28
Publication date: 1944-10-03
Anticipated expiration: 1961-10-03

Description

M. KATCHER ETAL 2,359,366

SUBMERGED BARGE AND TOW BOAT Filed Oct. 28, 1942 4 Sheets-Sheet l ATTORNE M. K-ATCHER ETAL SUBMERGED BARGE AND TOW BOAT Filed Oct. 28. 1942 4 Sheets-Sheet 2 INVENTORS MOP/W5 MITCf/EA Jaguar 14/ 4 419?,

Oct. 3, 1944. M. KATCHER ET AL SUBMERGED BARGE AND TOW BOAT 4 Sheets-Sheet 3 Filed Oct. 28, 1942 INVEyORS fl/OAPAS 4747/55 g'YTA/VLEYMMLK R ATTORNEY M. KATQHER ETAL. 2,359,366 SUBMERGED BARGE AND TOW BOAT Filed Oct. 28, 1942 4 Sheets-Sheet 4 I (Am? some T i 77 {76 78 7 linux15? 15.0 I l? E0 7 0 4/ 9 77 a JIM ATTORNEY Patented Oct. 3, 1944 SUBMERGED BARGE AND TOWBOAT W. Walker,

Morris Katcher and Stanley New York, N. Y.

Application October 28, 1942, Serial N0. 463,662

17 Claims. (Cl. 114-235) This invention relates to a combined submarine barge and its tow boat. It is an object of the invention to provide a means of water transportation which is less vulnerable to torpedoes than the present surface cargo bearing vessels especially those of large size. The tow boat of the combination is a surface craft which is kept as small as possible for the pulling power required of it. Further it is made as shallow of draft as is consistent with stability and navigability. The smaller the craft the more difiicult a target it is. Further, torpedoes are usually sent out at a substantial depth to avoid the disturbance of wave actiori. A torpedo running ten feet or less below the surface is apt to porpoise, that is, to leap out of the water and lose direction. Consequently, a craft of shallow draft will be higher than the normal torpedo path making it hard to hit. While torpedoes are sent out at a substantial depth, the latter cannot be too great. By causing the barge to be towed at a depth greater than the normal torpedo path, it will be hard to hit. Further, it will be difiicult, especially in the case of a submarine, to determine the depth of the barge and its distance behind the visible tow boat. The small amount of moving machinery on the barge makes its location difficult to find by sound detecting devices.

It is an object of the invention to provide means for keeping the barge at a predetermined level.

Other means are provided to keep the barge on an even keel. A releasable buoy is provided Which rises to the surface should the tow cable break or even if the barge sinks to too great a depth. The buoy carries with it an air line which can have air pumped into it from the tow boat for raising the barge. A number of alternate constructions are provided for steering the barge beyond that which would normally be produced by the inclination of the tow connection. Under certain conditions, especially in a tortuous channel, it may be necessary to give extra steering action to the tow connection. A manually operated device is provided for the extra steering. In another form, the tow connection is provided with an air hose extending from the tow boat to supply the air needed for the barge especially where a crew is stationed on the barge. An electric cable is also provided for the tow connection. Where a crew is stationed on the barge, the depth controlling means, as Well as the means for keeping the barge on a predetermined keel, need not be automatic but can be controlled by the crew.

Another advantage of the combination of tow boat and submarine barge is that cylindrical barges can be made in a boiler shop with less labor and metal used in their construction than cargo surface vessels. Wood could also be used for both the barge and its tow boat.

Other objects and advantages will become apparent upon further study of the description and drawings,in which- Y Fig. 1 is an elevation of the submarine tow, only the rear portion of the tow boat being shown.

Fig. 2 is a plan view of the tow using a double tow line, only the rear portion of the tow boat being shown and the handwheel at the turntable for manual steering ofthe barge being omitted.

Fig. 3 is a plan view, as in Fig. 2, to a smaller scale, showing the submarine barge steered manually beyond that normal for the tow lines.

Fig. 4 isa front elevation of the submarine barge of Fig. 1.

Fig. 5 is a plan view of the tow, only the rear portion of the tow boat being shown. A single tow line is used engaging front rudders on the barge. The utility connection or cable is broken away so as to expose the tow line.

Fig. 6 is an elevation of the barge portion of Fig. 5 and also shows a portion of the tow connection.

Fig. '7 is a plan of a portion of the barge of Fig. 6 showing the tow line acting upon one of the rudders.

Fig. 8 is a plan of the barge of a tow, using a single tow line which operates rear rudders on. the barge.

Fig. 9 is an elevation of the barge of Fig. 8.

Fig. 10 is an elevation, to a larger scale, partially in section of the barge of Fig. 1.

Fig. 11 is a section taken along the line I l-ll of Fig. 10. v

Fig, 12 is a plan, barge of Fig. 10.

Fig. 13 is a vertical longitudinal section of the barge at the buoy hatch and control.

Fig. 14 is an elevation of the tow, the rear portion only of the tow boat being shown, with the barge sunken below a predetermined depth and the buoy released. A portion of the tow connection is parted.

- Fig. 15 is an enlarged detail of the valve which effects the raising of the barge when it sinks beyond a predetermined depth.

Fig. 16 is an enlarged detail of the valve which effects the lowering of the barge when it rises above a predetermined level, and

partially in section of the 28, shaft 21 and gear 26.

2 aasasoe Fig. 17 is a diagram of the electrical connections of the tow.

Mounted on tow boat 20, Figs. 1, 2., 3 and 4 near its stern is a turntable 2| which is rotatable about pivot 22. Winches 23 and 24 are mounted on turntable 2|. A portion of the periphery of turntable 2| is provided with gear teeth 25 which are engaged by the teeth of gear 26 fixedly mounted near the bottom of shaft 21. The upper end of shaft 21 is provided with handwheel 28 for manually operating gear 26 and thereby turning turntable 2| about its pivot 22. A tow line 29 extends from winch 23, through eye 3|, through the eye of outrigger arm 33 on submarine barge 31 to its connection with trunnion 35. Another tow line 30 extends in a similar manner from winch 24, through eye 32, through the eye of outrigger arm 34 to its connection with trunnion 36 on the opposite side of barge 31 from trunnion 35. Another winch 38 is carried on tow boat 20 at its stern. An electric cable 39 extends from winch 38 to barge 31. While shown diagrammatically as a single line, cable 39 has lashed to it an air line or hose which extends from tow boat 20 to barge 31 for supplying air to the latter as needed. The two tow lines 29 and 3|) with cable 39 and with or without its air hose are covered b the comprehensive expression tow connection.

Outrigger arms

33 and 34, Fig. 4, are pivotally mounted on barge 31. For a purpose to be explained later on, they suspend the bow of barge 31 on tow lines 29 and 30, and yet let the latter assume various inclinations laterally, that is, in a horizontal projection, with the longitudinal axis of barge 31 as shown in Fig. 3.

The use of two tow lines and their particular connections and engagements are for the purpose of inducing barge 31 to respond more readily and certainly to the steering of tow boat 20 than would an ordinary single tow line connecting the stern of the tow boat with thebow of the barge. Our construction is such that during turning of the tow boat, the barge is turned nearer to parallelism with said boat than a theoretical line extendingbetween the bow of the barge and the stern of the boat. When tow boat 23 is turned, as in Fig. 3, trunnion 36 is pulled forward more than trunnion 35, causing the barge to move toward parallelism with the tow boat. Arm 34 swings out to accommodate tow line 39, while arm 33 swings in. Arm'33 must swing in enough, at its eye, toward the longitudinal axis of the barge not to interfere too much with the inclination of tow line 29. Arm 33 as shown does interfere to some extent,

but the interference is within practical limits.

It will be readily understood that the amount of interference can be reduced if desired by curving the arm more so as to bring its eye nearer to the longitudinal axis of the barge." What was said of arm 33, of course, also applies to arm 34.

In tight places it may be desirable to turn barge 31 more than is normal to the tow connection just described. This is accomplished by rotating turntable 2| by means of handwheel Such a condition is shown in Fig. 3.

The alternate form of tow connection shown in Figs. 5, 6 and 7 uses only one tow line 43 and has rudders 59 and at its bow. At boat 29, line 43 is mounted on winch 4|), while at barge 31, aft of pins 4| and 42, it is divided into two branches 44, the branches being attached to

trunnions

35 and 36. Branches 44 pass through a yoke 45 which permits them to be displaced laterally as can be seen by comparing their positions in Fig. 5 with their positions in Fig. '1. The forward portion of barge 31 also bears down on branches 44 through the agency of yoke 45. This bearing down action is similar to that which occurs between

tow lines

29 and 36 and

outrigger arms

33 and 34 in Figs. 1, 2 and 3. Pin 4| extends upward from lever 46, the latter being pivoted to the barge at 48. The outer end of lever 46 is in the form of a. rudder 50. Pin 42 extends upward from lever 41 which is pivoted to the barge at 49. The outer end of lever 41 is in the form of a rudder 5|. When tow line 43 is inclined as shown in Fig. '7 due to the turning of the tow boat to port, not shown, it engages pin 4| causing rudder 59 to be extended. This causes barge 31 to reduceits' inclination to tow line 43 by swinging its bow to port resulting in the barge assuming a position more nearly parallel to that of the tow boat than would normally be the case if the. tow line acted without the intermediation of the rudder. It will be readily understood that the barge will be caused to steer to starboard if the inclination of tow line 43 is reversed from that shown in Fig. 7 and engages pin 42. v

The alternate form of tow connection shown in Figs. 8 and 9 also uses only one tow line with branches 44 connected to

trunnions

35 and 36. Tow line 43 on its way to its branches passes between pins 52 and 53. Pin 52 extends downward from lever 54, while pin 53 extends downward from lever 55. Both levers are pivoted on pivot pin 56. Pivotally mounted on the stern of barge 31 is a rudder 51 having a king post 58. Arms 59 and 60 are fixed to the upper end of post 58. A line 6| extendsfrom arm 59 forward through eye 62 to the rear of lever 54, while a line 64. extends from arm 69 forward through eye. 63 to the rear of lever 55. When tow line 43 is inclined to port, as shown in dot and dash lines, by the steering of the tow boat, it pushes pin 52 to port turning lever54 counterclockwise. This causes a pull on line 6| and on arm 59 effecting the turning of rudder 51 to port,

' as shown by the dot and dash lines. ITh'ebarge is thereby steered to port by its rudder causing it to lessen its inclination with the tow line. This causes the barge to assume a'position more nearly parallel to'that of the tow boat (not shown) than would normally be the case if the tow line acted without the' intermediation of the rudder with its harness. It will be readily understood that the barge will be caused to steer to starboard if the inclination of tow line 43 is reversed from that just described. Branches 44 of the tow line pass through a yoke 65 which permits them to be displaced laterally; The forward portion of barge 31 bears down on branches 44 through the agency of yoke 65.

This bearing down action is similar to that whichoccurs between tow line 29 and 3|!- and

outrigger arms

33 and 34 in Figs.'1, Zfand 3, and the action of yoke 45 on tow line 43 in Figs. 5, 6'

and 7. Pivot pin 56 extends upward from platform I34 which is carried by-yoke 65.

For efiicient operation of the tow, therbarge must among other things have aminimum tendency to roll. To accomplish thisfins 66 and a keel 61 are provided, Figs. lOfl-l. and 12. Further, the barge must not pitch; too much and remain on even keel. The fins prevent pitching to a certain extent. In order further to increase the stability of the barge, counterweight ride. Projecting down from counterweight I is an internally threaded eye II which engages rotatably mounted screw bar I2. Screw I2 is in the nature of a lead screw on an engine lathe, its rotation in one direction sending counterweight I0 fore, and in another direction, aft, along ways 69. Gear '13 is fixed to screw I2. It is driven. by gear M in turn driven through reduction gearing 0n reversible electric motor I5. A level switch I5, Fig. 17, is located at a convenient place, not shown on the barge. A number of difierent types of level switch could be used,

but the particular one shown is a pendulum type, i

the pendulum weight 8| having a weighted bar 82 fixed to it and pivoting about a pin 83. When the bow of the barge tilts downward, insulating lug I7 closes two pole switch '59 against spring I35, completing the circuit from source wire 84, through switch I9 through wire 85, through motor 75, out through wire 86 through switch I9 to source wire 8?. With the circuit thus closed, motor '35 rotates screw 72 to send counterweight I0 aft until the barge has its bow tilted up sufficiently to withdraw lug I1 from switch 19, allowing the latter to open. Conversely if the bow of the barge tilts up too much, lug l8 closes switch 80, against spring I36 completin the circuit from source wire 84, through switch 80 into wire 88, thence through wire 86, motor 15, wire 85, wire 89, switch 80, wire 90 to source wire 81. With the circuit thus closed, motor 75 rotates screw 72 to send counterweight towards the bow of the barge until said bow tilts down enough to withdraw lug I8 from switch 80, allowing the latter to open. The gaps between lugs TI and I8 and their switches 79 and 80, with bar 82 level,

can be set difierent, one from the other as predetermined, so that the barge will ride at a predetermined normal keel, not necessarily level.

Current may be provided for the motor by a battery on the barge, or from the tow boat, through cable 39 of the tow connection. A

As a further means for maintaining the stability of the barge, an air compartment 9|, Fig. 10, is provided fore and aft. Cargo is carried in compartments 92. In the particular embodiment of the barge shown, oil is the cargo, pipe 93 being used to distribute the oil to the vari us cargo compartments 92. A hatch 94 is provided for entrance into the barge.

Means for maintaining the barge at a predetermined depth will now be described. It consists essentially of a valve 95 set to admit air under pressure into a ballast tank 98 to discharge water therefrom when the barge sinks too low and of another valve I08 to let out the air from the tank through pipe H5 and admit water thereby when the barge rises too high. Valve 95, Figs. 10 and 15, acts to admit air, through pipe 0'! from air tank 96 into ballast tank 98 when the barge sinks too low, the admission of air under pressure forcing out Water through discharge nozzle 99 from the latter tank. Valve 95 consists of a disc I00 fixed to the outer end of valve rod I 0| and held out by compression spring I02 substantially flush with the sides of barge 37. The spring, valve rod and disc are set in a pocket I03. To limit the travel out of disc I00 and to calibrate the compression of spring I02, nut I 04 at the outer limit of movement of the valve engages inner wall I05 of pocket m3. Valve disc I00 is set in flexible diaphragm I00 of the Sylphon type, said diaphragm being in watertight connection with the disc and the wall of the barge preventing water from entering pocket I03. Valve rod IOI passes through pipe 91, normally blocking it oif, but when the barge sinks beyond a predetermined depth, the water pressure will force disc I00 and said rod inward to bring port I01 across said pipe, permitting the air from pressure tank 96 to enter ballast tank. This will force water out of the latter tank, lightening the barge thereby and hence causing it to rise.

Valve I08, Fig, 16, is similar in construction to valve 95. It operates in a pocket I09 set in the side of the barge. A disc I I0 is set in a Sylphon diaphragm III and is mounted on the end of valve rod II 2. Compression spring II3 acts to force out disc H0, but as shown in the picture, said disc and diaphragm are subjected to water pressure which hold them back in pocket I09. Nut I 54 limits the outward movement of valve rod II2. Valve rod H2 passes through pipe II5 (not shown in Fig. 16) in a manner similar to that which valve rod IOI passes through pipe 81. A port, not shown, is provided in valve rod I I2 similar to port I0! in rod I 0I. With the valve in the position shown in Fig. 16, valve rod II2 blocks off pipe IE5, permitting no air to escape from ballast tank 98, and hence no water can enter said tank through nozzle 99. However, when barge 31 rises above a predetermined depth, the water pressure is relieved on disc H0 and diaphragm I I I, and they are consequently pushed out by sprin H3, bringing the port, not shown, in valve rod I I2 opposite pipe I I5 just as port I0'I of rod I 0! is brought opposite pipe 97. With pipe II-E thus opened, air is allowed to escape from ballast tank 98 allowing water to enter said tank, increasing the weight of the barge thereby and hence causing it to sink.

When there is no air line extending from tow boat 20 to barge 31 along cable 39 of the tow connection as previously described, air tank must have enough air to have sufiicient pressure to overcome the water pressure at the maximum predetermined depth. Where there is an air connection, the pressure in tank 96 can be maintained from a compressor on the tow boat.

A salvage buoy H6 is provided, Figs. 10, 13 and 14 which would be released, should the tow connection part. The parting of the tow connection would break cable 39. Buoy H6 is also released should the barge get out of control and sink too deeply even if the tow connection is not broken.

A buoy compartment II? is provided on the barge, said compartment having a hinged and perforated hatch cover I I8, normally held closed against the buoyancy 0f buoy I It by hook H9 at the upper end of pivoted armature lever I20. See also Fig. 17. As long as cable 39, leading to the source of power, remains unbroken, current will flow through electromagnet I2 I, holding hook H9 in position against the pull of spring I22 to lock hatch cover II8. However, should cable 39 become broken, spring I22 will pull hook I I0 away from hatch cover I I8 allowing buoy I I6 to rise.

ting it off. Once the buoy rises to the surface,

the location of the barge can be had, and the latter brought to the surface by pulling up hose I24 and forcing air' into it from the tow boat after opening valve I25. It is to be noted, however, that when barge 3I rises beyond a predetermined depth, valve I08 would permit air to escape from the top of ballast tank 98 and render useless the forcing of air into hose I24. In order to prevent this, valve I08 is locked in inoperative position by means of forked bar I21, Figs. 16 and 17, which bar moves in between nut I I4 and wall I26 of pocket I09. The interposition of bar I21 between nut H4 and wall I26 is effected by the pull of spring I28 on pivoted armature lever I29. Armature lever I29 was released when cable 39 broke, because then the current was interrupted through electromagnet I30. 7

The release of buoy II6 when the barge drops too deep is effected, even without the breaking of cable 39, through the agency of valve I3I, which is similar in action to valve 95, except that when the water pressure becomes too great, disc I32 is pushed in by said pressure opening switch I33. The opening of switch I33 deenergizes magnets I21 and I releasing buoy II6 as described above when cable 39 was broken, and locking valve I08.

We claim: 7

1. In combination, a tow boat, a submarine barge, a tow connection connecting the boat and the barge, means for maintaining the barge at a predetermined depth, means for maintaining the barge at a predetermined keel, the barge at its forward portion riding the'tow connection, being held up thereby at said portion higher than normal for said predetermined keel.

2. In combination, a tow boat, a submarine barge, a tow connection fastened at its forward end to the boat and at its rear to the barge at a substantial distance aft of its bow, said connection, during turning of the boat, turning the barge'nearer to parallelism with the boat than a theoretical line extending between the bow of the barge and the stern of the boat, means for maintaining the barge at a predetermined depth F and at a predetermined keelj and means on the forward portion of the barge engaging said con-' nection holding up the forward portion of the barge thereby higher than normal for said predetermined keel.

3. In combination, a tow boat, a submarine barge towed by said boat, a water ballast tank on the barge, means actuated bythe water pressure in accordance with the depth of the barge to effect the discharge of water from the tank when the barge sinks to apredetermined level and to effect the admission of water into the tank when the barge rises to a predetermined level.

4. In combination, a tow boat, a submarine barge towed by said boat, a water ballast tank on the barge, a source of air pressure, valve means actuated by the water pressure to admit air from said source into the ballast tank to force out water therefrom when the barge reaches a predetermined maximum depth, and other valve means actuated by the water pressure to permit escape of air from the tank and the consequent admission of water when the barge reaches a predetermined minimum depth.

5. In combination, a tow boat, a submarine barge, a tow connection, connecting the boat and the barge, means for maintaining the barge at a predetermined depth, a releasable buoy carried .on the barge and means actuated by. the breaking of the tow connection for releasing the buoy.

6. In combination, a tow boat, a submarine barge, means for maintaining the barge at a predetermined depth, a releasable buoy carried on the barge, electrically controlled means on the barge for releasing the buoy, a tow connection connecting the boat and the barge, said tow connection providing-an electrical connection between the electrically controlled means and the boat, the breaking of the tow connection breaking said electrical connection, actuating. thereby the buoy releasing means to release the buoy.

7. In combination, a tow boat, a submarine barge, a tow connection fastened to the boat and to the barge aft of its bow, means controlled in accordance with the deviation of the slope of the keel of the barge from a predetermined normal slope, a weight mounted on the barge to move fore and aft, mechanism for sending the weight fore and aft, the actuation of said mechanism being effected by said deviation controlled means to send the weight fore or aft to incline the keel to correct its deviation from normal, said barge when at said normal slope having its forward portion bear down on the tow connection.

8. In combination, a tow boat, a submarine barge towed by said boat, means for maintaining the barge at a predetermined depth, a releasable-buoy carried on the barge, electrically controlled means for releasing the buoy, an electric cable extending between the boat and the barge and in electrical connection with said means, the breaking of the cable actuating said means to release the buoy.

9. In combination, a tow boat, a submarine barge, a tow connection fastened to the boat and to the barge at a location a substantial distance aft of its bow, means for maintaining the barge at a predetermined depth, and means for maintaining the center of buoyancy of the barge forward of said location, the forward portion of the barge riding said connection and bearing down thereon.

v 10. In combination, a tow boat, a submarine barge, means for maintaining the barge at a predetermined depth, and a tow connection fastened to the boat and the barge, said connection, during turning of the boat, turning the barge nearer to parallelism with the boat than a theoretical line extending between the bow of the barge and the stern of the boat.

' 11. In combination, a tow boat, a submarine barge, a pair of tow lines connecting the barge to the boat, each tow line engaging the boat and the barge at a substantial transverse distance from the longitudinal axis of each, the engagement of each line being on an opposite side of the longitudinal axis from the other, the engagement of each line to the barge being also at a substantial distance aft of its bow, means for maintaining the barge at'a predetermined depth a and keel, and means on the forward portion of the barge cont-acting the tow lines, said latter 'means permitting transverse movement of the tow lines with respect to the barge while holding'up the forward portion of the latter.

' 12. In combination, a tow boat, a submarine barge, a turntable mounted substantially at the stern of the boat, a pair of tow lines, the forward end of each line being connected to the tow boat, said end engaging the turntable and extending well out transversely from the longitudinal axis of the tow boat and on an opposite side thereof from the other line, the rear end of each line being connected to the barge on opposite sides thereof from the other, at a substantial distance transversely from its longitudinal axis, the connection of each line to the barge being at a substantial distance aft of its bow, manually operated means for effecting the turning of the turntable about its pivotal axis, means for maintaining the barge at a predetermined depth and keel, and means on the forward end of the barge engaging the tow lines, said latter means permitting transverse movement of the tow lines with respect to the barge while holding up the forward portion of the latter.

13. In combination, a tow boat, a submarine barge, a tow line connected at its forward end to the boat and at its rear to the barge at a substantial distance aft of the bow of the latter, a pair of rudders pivotally mounted at their forward portion on the barge at its forward portion, a rudder on each side thereof, the tow line on its way from the barge to the boat engaging the rudders, said tow line when inclined to the port of the barge by the steering of the boat causing the starboard rudder to be extended and when inclined to the starboard of the barge causing the port rudder to be extended.

14. In combination, a surface tow boat, a submarine barge towed by said boat, gravity actuated mechanism controlled in accordance with the deviation of the slope of the keel from a predetermined normal slope, a weight mounted to be shifted fore and aft controlled by said mechanism to incline the keel to correct its deviation from normal, a. water ballast tank on the barge and means actuated by the water pressure in accordance with the depth of the barge to efiect the discharge of water from. the tank when the barge sinks to a predetermined level and to effect the admission of water into the tank when the barge rises to a predetermined. level.

15. In combination, a tow boat, a submarine barge, a tow connection fastened to the boat and the barge aft of its bow, means controlled in accordance with the deviation of the slope of the keel of the barge from a predetermined normal slope, mechanism on the barge to effect a change of slope of the keel, the actuation of said mechanism being efiected by said deviation controlled means to incline the keel to correct its deviation from normal, said barge when at said normal slope having its forward portion bear down on the tow connection.

16. In combination, a tow boat, a submarine barge, means for maintaining the barge at a predetermined depth, a pair of tow lines connecting the barge to the boat, each tow line engaging the boat and the barge at a substantial transverse distance from the longitudinal axis of each, the engagement of each line being on an opposite side of the longitudinal axis from the other, and means on the boat for varying the length of the tow lines independently of each other for varying the horizontal inclination of the barge with respect to the boat.

17. In combination, a tow boat, a submarine barge, means controlled in accordance with the depth of the barge for maintaining the barge at a predetermined depth, a pair of tow lines connecting the barge to the boat, each tow line engaging the boat and the barge at a substantial transverse distance from the longitudinal axis of each, the engagement of each line being on an opposite side of the longitudinal axis from the other, said tow lines, during the turning of the boat, turning the barge nearer to parallelism with the boat than a theoretical line extending between the bow of the barge and the stern of the boat.

MORRIS KATCI-IER. STANLEY W. WALKER.