Improved Apparatus for Preventing Jerks in Tow-ropes when Towing Vessels.
Year: 1892

page_text: Date of Application, 26th Jan., 1892-Accepted, 7th May, 1892
COMPLETE SI BUITICALIVA
Improved Apparatus for Preventing Jerks in Tow-ropes when
Towing Vessels.
We, ROBERT JOHN VICTOR, of the City of Providence, State of Rhode
Island, U.S.A., Engineer, CLARENCE LADD DAVIS, of 80 Broadway, New York
City, State of New York, U.S.A., Attorney-at-Law, and HENRY HUBERT DE Vos,
of 20 Lincoln Street, Jersey City, State of New Jersey, U.S.A., Patent Agent,
do hereby declare the nature of this invention and in what manner the same
is to be performed, to be particularly described and ascertained in and by the
following statement:―
When one vessel is being towed by another in a heavy sea, the tow-line, cable
or hawser is subjected to sudden alternating degrees of tension caused by the
changing relation of the vessels to each other, as they ride upon the waves or settle
in the trough of the sea, and the sudden strains this brought upon the cables or
tow-lines are frequently sufficient to break them, whereby property and life are
often endangered.
The object of this invention is to obviate this difficulty by providing an automatic
surge-reliever and take-up mechanism for the tow-line or cable, whereby the same
is kept at all times taut, and under a nearly equal degree of strain irrespective of
the tossing and pitching of the vessels, and so arranged that when extra strain is
put upon the cable it comes upon the same gradually and not, with a jerk; and if
desired, so constructed that in addition to thus relieving the strain upon and the
taking up of the slack of the tow line or cable it will at the same time regulate
automatically the speed of the engines propelling the tug or towing vessel,
accordingly as the strain upon the tow-line is slackened or increased.
The said invention is fully disclosed in the following Specification of which the
accompanying drawing forms a part, wherein similar numerals of reference
designate like or equivalent parts wherever found throughout the several views, and
in which
Figure 1, is a view in central vertical longitudinal section of the stern portion of
a tug or steam-vessel provided with this improved towing-machine.
Figure 2 a front view of a portion of the mechanism thereof, and
Figure 3, a detail view upon an enlarged scale of portions of the construction
shown in Figs. 1 and 2.
Figure 4 is a view in central vertical longitudinal section, of a like vessel
provided with a modified form of the device shown in Fig. 1, and
Figure 5 is a rear view of a portion of the construction shown in Fig. 4.
Referring to the drawings: The numeral 1, designates two cylinders of any
desired form, within which work pistons of the usual construction provided with
piston-rods 2, which are connected by a bar or shaft 3, provided with gibs 4,
arranged to slide in suitable ways 5, in the upright supporting framework, 6.
Upon the rod or shaft 3, are mounted a series of independently revoluble sheaves 7,
and secured to the two sides of the framework 6, between the cylinders 1, and below
the sheaves 7, is a shaft or bar 8, upon which is also mounted a series of inde-
pendently revoluble sheaves 9, corresponding to the series of sheaves 7.
The cylinders 1, framework 6, and sheaves 7, and 9, are preferably placed upon
the after deck of the vessel, in an upright position as shown, and entering the
cylinders at the bottom thereof are pipes 10, connected with a supply pipe 11,
through which compressed air or steam is admitted thereto, as hereinafter
described.
This pipe 11, serves for a small portion of its length as an exhaust as well as

page_text: a supply pipe for the cylinders 1, it being provided with a three-way cock or
valve 12, from which leads an exhaust pipe proper 13.
To the valve-stem of the three-way cock 12, is secured a crank 14, to the end of
which is secured a crank-lever 15. by means of a central pivotal connection 16,
and the upper end of this crank-lever 15, is bent as shown and is provided with a
pin or stud 17, which passes through and slides freely in, the angled, slotted
portion 18, of the rod 19. This rod 19, passes upward through the deck, and
through guides or supports 20 and 21, secured to one of the cylinders 1, or to the
framework 6, as desired, and slides freely up and down therein, but is kept normally
in a neutral position by springs 22 and 23, which bear upon collars 24 and 25,
secured to the rod 19, which springs and collars are placed one above and one
below the guide or support 21, as shown. This rod 19, extends nearly to the top
of the framework 6, and arranged to slide up and down thereon is an arm 26,
rigidly secured to the bar or shaft 3, which is made to extend through the gib 4,
for that purpose; and this arm 26, is adapted to raise or depress the rod 19, by
striking against the collars 27 and 28, secured thereto, according as the piston
rods 2, are pushed out of or drawn back into the cylinders 1.
A short distance in the rear of the cylinders 1, the framework 6, and accom-
panying mechanism is a bar 29, mounted upon a pivot 30, and extending downward
through the deck, as shown, which is provided at its upper end with a grooved
wheel or sheave 31, and behind this bar 30, is a post 32, between which and the
bar 30, is interposed a spring 33, preferably composed of rubber disks strung upon
a rod or bolt 34, by which the upper end of the pivoted bar 29, is kept normally
pressed forward toward the cylinders 1, and their accompanying mechanism. This
bar 29, is also provided at its lower end with a sidewise extending portion 29¹
(see Fig. 2), bent at right angles to the main portion thereof, to the end of which
is pivotally connected a connecting-rod 34, the other end of which is also pivotally
connected at 34' with the lower end of the crank-lever 15, and to the main portion
of said bar 29, is also pivotally connected a second connecting rod 35, the other
end of which is pivotally connected with a pivoted lever 36, which operates a
throttle valve 37, by which the admission of steam to the cylinders of the propelling
engine, 38, of the vessel, may be regulated.
Connected with the pipe 11, leading to the cylinders 1, is an air compressor 39,
to which power is applied in any desired manner, preferably by means of gearing 40,
connecting the same with the propeller shaft 41. If desired a second pipe 42
(shown in dotted lines in Fig. 1) may be provided leading from the steam supply to
the pipe 11, whereby, if any accident should happen to the air compressors, the
latter could be shut off by means of the valve 43, and steam instead of compressed
air admitted to the cylinders 1, by opening the valve, 44, or, if preferred, the air
compressor 39, may be entirely omitted, and steam alone be used in such cylinders.
Loosely mounted upon the propeller shaft 41, and supported by a framework 45,
is a drumi 46, provided with a clutch coupling 47, also mounted upon the propeller
shaft by means of which the drum may be brought into connection with and
revolved by the said shaft when desired. This clutch coupling is brought into
and out of connection with the drum by any desired means, preferably by a hand-
lever 48, attached to and supported by the framework 45, and the drum is also
provided with a ratchet-pawl 49-or other similar device by which the same is
stopped and prevented from rotating in the wrong direction, when necessary.
drum 46, serves as a storage drum for the tow-line or cable when the same or any
portion thereof is not in use, and the stowing of a wire-cable is made much easier
by its use, than by attempting to coil the same in the manner common with hempen
cables; from it the tow-line or cable 50, passes over sheaves or pulleys 51 and 52,
up through the deck, around the series of sheaves 7 and 9, and over the sheave 31,
to the tow, passing on its way thither through the clamps or grips 53 and 54,
adapted to be closed down upon the same in such manner as to firmly hold and
fasten the same. These clamps or grips may be of any preferred form, and may
in some cases be omitted, although we prefer to use the clamp 53, to grip the
This

page_text: cable when in use, in order to prevent too much strain from coming upon the
ratchet and pawl 49, of the storage-drum 46, and we have the clamp or grip 54,
placed aft of the cylinders 1, and accompanying mechanism, in order to grip and
secure the cable in case any accident should happen to the cylinders 1, or to the
take-up mechanism operated thereby.
When the bar 29, and the rod 19, are in their normal positions the valve 12, will
be open so as to admit of the entrance of compressed air (or steam, if the same is
used) to the bottom of the cylinders 1, through the pipes 11, and 10, upon the
opening of the valve 43 and 44, when this is done the piston rods 2, are of course
forced out and upward, carrying with them the bar 3, and the sheaves 7, around
which are rove the cable or tow-line 50, by which the slack of the cable is at once
taken up as soon, however, as the piston-rods 2, have been driven out far enough
to enable the arm 26, to engage with the collar 27, upon the upper end of the
ro: 19, the same is lifted, and the valve 12, is so operated by the slotted portion 18,
thereof pushing back the crank-lever 15, that the steam or air is shut off, and the
exhaust opened, when, of course, as the pressure decreases in the cylinders 1, the
piston rods 2, and consequently the sheaves 7, will resume their normal position,
partly through the attraction of gravity and partly through the strain upon the
cable. As soon, however, as the arm 26, descends low enough to strike the
collar 28, on the rod 19, the same will be depressed and the valve 12, consequently
so manipulated as to close the exhaust and again admit air or steam to the
cylinders 1, when the operation described will be repeated. On this downward
stroke, however, the exhaust is closed while the piston is but halfway back into
the cylinder, and the supply of air or steam is not turned on until the same has
descended fully or nearly to the bottom thereof, by the gradual escape of the
compressed air, or the condensation of the steam, if the latter is used. By this
it will be seen that as soon as the exhaust is closed a sufficient quantity of
compressed air or steam is left in the bottom of the cylinders 1, to act as an air
or steam cushion therein, which will receive the strain of the cable or tow-line 50,
through the sheaves 7, the piston-rods 2, and the pistons connected therewith.
It will be seen upon an examination of Figure 3, that the cable 50, strikes the
sheave 31, at an angle thereto, and that consequently as soon as strain is put upon
said cable, such sheave 31, will be forced backward toward the stern of the vessel,
and thus push forward the connecting rods 34 and 35, attached to the lower end of
the pivoted bar 29, upon which said sheave 31, is mounted; also that the crank 14,
of the valve 12, being in any given position, if the rod 19, remain stationary, and
the connecting rod 34, be moved forward or backward, that the stud 17, will form
a fulerum for the crank-lever 15, and that the crank 14, will consequently be moved,
and the valve 12, therefore opened or closed as the case may be and that if in
turn the connecting rod 34, remain stationary, and the rod 19, be moved up or
down, that the pivot 344, which forms the connection between the connecting rod 34,
and the lower end of the crank-lever 15, will in turn become the fulcrum and the
pivot 17, the power, and that the crank 14, and the valve 12, will be actuated in
precisely the same manner, as when operated in the manner described in the first
instance.
In practice the operation of the entire device is as follows: The outboard or free
end of the tow-line or cable 50, having been attached to the vessel desired to be
towed, compressed air, or steam, as the case may be, is admitted to the cylinders 1,
as hereinbefore described, when the sheaves 7, will be forced upward to the extreme
length of the pistons 2; the tug or towing vessel then being started forward, the
to-line or cable 50, will be drawn taut, and the same pressing upon the sheave 31,
at an angle thereto, will pull backward the upper end of the lever 29, and open the
exhaust by means of the rod 34, connected with the crank-lever 15, at the bottom
thereof. The pistons will then be forced back into the cylinders by the strain of
the cable upon the sheares 7 and 9, until the same are half-way into the cylinders,
when the exhaust will be closed by the action of the arm 26, upon the collar 28, as
hereinbefore described, and the strain of the cable will then come upon the air or

page_text: steam cushion in the bottom half of the cylinders 1; and it is evident that the
natural spring of such air or steam cushion will be sufficient to instantly take up
any ordinary slack of the tow-line or cable caused by the pitching of the vessels,
without the admission of extra air or steam to the cylinders, especially when, as
shown herein, eight sheaves are used upon the bars 3, and 8, four upon each, around
which the cable is rove, as in that event the pushing out of the pistons 2, a distance
of one foot, and a consequent separation of the sheaves 7 and 9, the same distance.
will take up eight feet of slack cable, and it is evident that by simply increasing the
number of such sheaves 7 and 9, the amount of slack cable thus taken up, per foot
of such separating may be proportionately increased. Whenever however the
natural spring of such air or steam cushion, is not sufficient to take up the cable at
the very instant the same is slacked, the pressure is of course removed from the
sheave 31, and the bar 29, upon which the same is mounted forced forward by the
spring 33, by which movement the connecting rod 34, crank-lever 15, and crank 14,
of the valve 12, are actuated and steam or compressed air as the case may be
admitted to the cylinders 1, as heretofore described; whereby the pistons and
piston-rods 2, are forced out, the sheaves 7 and 9, separated, and the slack of the
cable taken up as before described. At the same time and by the same movement.
of the bar 29, the connecting rod 35, is pushed forward and through its connection
pushes open the regulating throttle valve 37, so as to admit more steam to the
engine propelling the tug or towing vessel, and the additional speed thus caused also
assists in taking up the slack of the tow-line or cable. As soon, however, as the
strain again comes upon the cable, the bar 29, is again pulled backward, the speed
of the vessel is slightly slackened by the partial closing of the valve 37, the
valve 12, is so manipulated as to open the exhaust thereof, the sheaves 7,
automatically descend, the cable is slowly paid out, until by the closing of the exhaust
as hereinbefore described an air or steam cushion is again formed in the cylinders 1,
upon which the strain of the cable comes, and the mechanism is again in a position
to automatically take up the slack of the cable the instant the strain is removed
therefrom, in the manner hereinbefore set out.
In the modified form of the device shown in Figs. 4 and 5, the take-up mechanism
is manipulated by a system of gearing connected with the main shaft, and the
cylinders, and much of the accompanying mechanism shown in Figs. 1, 2 and 3,
are consequently omitted, but it is evident that instead of gearing the same to the
main shaft, that the mechanism shown may be operated by an engine provided
exclusively for that purpose if desired.
In this modified form of construction, two similar frames 6, provided with ways 5,
are held in place side by side a short distance from one another, preferably in a
horizontal position upon the deck-house, as shown, by being attached to an end
piece 51, at one end, and to a framework 6', at the other both being securely bolted
to the deck. In the ways 5, of the frame 6, slide gibs 4, and 4', carrying shafts 3,
and 31, upon which are mounted two corresponding series of sheaves 7 and 9,
similar to those used in the form of device shown in Figs. 1, 2 and 3.
The gibs 4,
and 4', are provided with screw-threaded holes through which pass corresponding
screw-threaded shafts 55, the thread upon one portion thereof being a right hand and
that upon the other a left hand one, so that when the shafts 55, are rotated, in one
way, the gibs and consequently the series of sheaves carried by each, will be spread
farther apart, and when in the other drawn closer together, as shown in dotted lines
in Fig. 4. At one end of these double screw-threaded shafts 55, is an arrangement of
bevel gearing 56, by which the two are made to revolve at exactly the same rate of
speed, and meshing with this bevel gearing, is a bevel pinion 57, attached to a shaft 58,
which passes downward through the deck, and ends in a bevel friction-wheel 59, in
contact with two independently revoluble corresponding bevel friction wheels 60
and 61, loosely mounted upon the propeller shaft 41, and provided with clutch-
couplings 62, and 63, connected with the shaft 41, by which the wheels 61 and 62,
may when desired be revolved.
These clutch couplings 62, and 63, are manipulated by means of levers 64, and 65,

page_text: which are connected to a rod 66, provided with a spring 67, by which the clutch 62,
is kept normally in gear with the wheel 60, so as to revolve the same.
The top portion of the framework 6', is provided on either side with ways 68, in
which slide gibs 69, carrying between them a bar or shaft upon which is revolubly
mounted a groove sheave or pulley 31, the gibs 69, being normally forced toward
the bow of the vessel by a spring 33, preferably of rubber blocks or disks, as shown,
the tension of which may be regulated if desired by a screw 70. And attached to
one of the sliding gibs 69, is a wire, rope or chain 71, connected at the other end
with the rod 66, and also connected with another similar wire, rope or chain 72,
which is in turn connected with the handle or lever of the regulating throttle
valve 37, of the propelling engine of the tug or vessel. Revolubly mounted upon
the framework 6, is a storage-drum 46, upon which is wound and stored the
cable 50, when not in use. If desired this storage drum may also be rotated by
means of gearing connected with the main shaft, or may be placed directly on the
same, as shown in Fig. 1.
Attached to the framework C are clamps or grips 53 and 54, similar to those
shown in Figs. 1 and 3, for gripping and holding the cable 50, which passes from
the storage drum 46, through tlic clamp or grip 53, around the series of sheaves 7,
and 9, through the clamp or grip 54, and over the sheave 31, to the tow.
The operation of this form of device is as follows: The sheaves 7, and 9, being
in their normal position at the extreme ends of the framework 6, the tug or vessel
being started forward the strain brought upon the cable by the tow attached to the
outboard end thereof, will pull back the wheel 31, carrying with it the gibs 69,
which being connected with the clutch couplings 62 and 63, by means of the wire,
rope or chain 71, the rod 66, and levers 64, and 65, will cause the clutch
coupling 63, to be thrown into gear with the wheel 61, which being in frictional
contact with the wheel 59, will through it rotate the shaft 58, the gearing 56, and
the screw-shafts 55, so that the sheaves 7 and 9, will be slowly brought toward the
centre of the framework 6, and the cable thus slowly paid out, until said sheaves
are in the positions shown in dotted lines in Fig. 4, when they being able to be forced
no further, the wheel 61, will continue to revolve against the frictional surface of
the wheel 59, but without rotating the same. The instant, however that the cable
is slackened and the strain thereon from any cause removed, the gibs 69, will be
forced back in the ways 68, by the spring 33, the wires or ropes 71 and 72 will
consequently be slackened, when the spring 67, will force back the rod 66, so as to
throw the clutch coupling 63, out of gear with the wheel 61, and the clutch
coupling 62 into gear with the wheel 60, when the wheel 58, will be rotated rapidly
in the opposite direction, and the consequent rotation of the screws 55, will force
the sheaves 7, and 9, toward the end of the framework 6, where they will remain
until strain is again brought upon the cable, the wheel 60, during this time of course
slipping upon the surface of the wheel 59, when the sheaves 7 and 9, are at the
limit of their course, in the same manner as did the wheel 61, when they were closed
together. When strain is again brought upon the cable, the wheel 61, will be again
brought into gear, as hereinbefore described, and the wheel, 60, taken out, where-
upon the said sheaves 7 and 9, will again assume the position shown in dotted lines,
and such operation is repeated automatically as often as the strain is put on or taken
from the cable.
In order that the cable might be taken in more rapidly than it is paid out, the
wheel 60, is, as shown, preferably made larger than the wheel 61, and the regulating
throttle-valve 37, is by means of its connection with the wire, or rope 72, closed
or opened slightly, as the strain upon the cable is increased or diminished, as
hereinbefore described with reference to the form of construction shown in Fig. 1.
It is evident that by making slight changes in the form thereof, that the last
mentioned form of device may be placed upright, or that shown in Figs. 1, 2
and 3, placed horizontally; also that water or any suitable hydraulic fluid may
be used in the cylinders i, in place of compressed air or steam, and that many
other changes in the construction, combination or arrangement of the parts of

page_text: this improved towing machine other than those mentioned herein, may be made
without departing from the scope of the invention, and we do not limit ourselves
to the exact construction, location or combination of parts herein shown and
described.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that
what we claim is:
1. A towing apparatus having separating sheaves around which the tow-line is
Tove located between the in-board or secured, and the outboard, or free, end, of the
tow-line, and mechanism whereby the sheaves are automatically separated when
the strain on the tow-line is lessened or removed, and automatically brought
together when strain is again brought thereon, substantially as shown and
described.
2. A towing-apparatus having separating sheaves around which the cable is rove
located between the inboard or secured and the outboard or free end of the tow-
line, and means operated by the propelling or main shaft of the vessel adapted to
cause said sheaves to automatically separate and take up the slack of the tow-line,
when the strain thereon is lessened or removed, and to return together again
when the strain is again brought thereon, substantially as shown and described.
3. The combination with a vessel, of a device adapted to automatically take up
the slack of the tow-line when the strain thereon is lessened or removed, and to
pay out the same when the strain is again brought thereon, said device being
connected with and operated by the propeller or main shaft of the vessel, sub-
stantially as shown and described.
4. In a towing-machine or apparatus, the combination with separating sheaves
around which the tow-line is rove located between the secured or inboard and the
free or outboard ends thereof, of one or more cylinders provided with pistons
movable therein connected with and adapted to actuate the separating sheaves, and
means for automatically admitting a fluid under pressure to the cylinders when the
strain upon the tow-line is lessened or removed, whereby the pistons and connected
sheaves are actuated so as to take up the slack of the tow-line, and for auto-
matically exhausting the fluid from the cylinders and actuating the separating
sheaves so as to pay out the slack of the tow-line taken up, when strain is again
brought thereon, substantially as shown and described.
5. In a towing-machine, the combination with separating sheaves around which
the tow-line is rove, of a cylinder or cylinders provided with pistons connected with
and adapted to actuate the separating sheaves; said cylinders being adapted io
receive a fluid in such manner that the same will form a cushion upon which
the strain of the tow-line will be received, substantially as shown and described,
and for the purposes set forth.
6. The combination with a vessel, of a surge-relieving and take-up mechanism
for the tow-fine, and a grip. clamp or fastening for the inboard end of the tow-
line, the surge-relieving and take-up mechanism being located between the grip
and the outboard or free end of the tow-line, substantially as shown and described.
7. The combination with a vessel, of a storage-drum for the tow-line, and an
automatic surge-relieving and take-up device for the tow-line connected therewith
and located between the storage-drum and the outboard or free end of the tow-
line, substantially as shown and described.
8. In a towing-machine, the combination with a storage-drum for the towline, of
an automatic surge-relieving and take-up device connected with the towline, and
a grip, clamp or fastening for holding or securing the towline located between the
storage-drum and the surge-relieving and take-up device, the take-up device being
located between the grip, clamp or fastening, and the free or outboard end of the
towline, substantially as shown and described.
9. The combination with a vessel having a propeller shaft, of a storage-drum for
the towline, gearing connecting the drum with the propeller shaft for revolving

page_text: the same, and mechanism whereby the drum may be brought into and out of
gear with the propellor shaft, and rotated when desired substantially as shown and
described.
10. The combination with a vessel having a propeller shaft, of a storage-drum
for the towline or hawser revolubly mounted on the propeller-shaft, and means for
bringing said drum into connection with said shaft and operating the same, sub-
stantially as shown and described.
11. The combination with a towing vessel, of a regulator or valve controlling
the propelling mechanism, and a lever or levers connected with the regulator or
valve and with the tow line, in such manner that the slacking and tightening of
the tow line will actuate the regulator or valve, substantially as and for the
purposes set forth.
12. The general arrangement and combination of parts of the towing apparatus
substantially as herein before described and shown at Figs. 1, 2 and 3 of the
drawings annexed.
13. The modified arrangement of apparatus, substantially as hereinbefore
described and shown at Figs. 4 and 5 of the drawings annexed.
Dated this 10th day of January 1892.
H. D. FITZPATRICK,
Glasgow, Agent.