Improvements in Conveying Apparatus, Chiefly Designed for the Trans-shipment of Merchandise.
Year: 1898

page_text: ..
Date of Application, 18th Nov., 1898
Complete Specification Left, 18th Aug., 1899-Accepted, 18th Nov., 1899
Communicated from abroad by THOMAS SPENCER MILLER, of South Orange,
Essex County, New Jersey, United States of America, Mechanical Engineer.
Improvements in Conveying Apparatus, Chiefly Designed for the
Trans-shipment of Merchandise.
I, HENRY HARRIS LAKE, of the Firm of Haseltine, Lake & Co., Patent Agents,
45, Southampton Buildings, in the County of Middlesex, do hereby declare the
nature of this invention to be as follows:-
In the specification of former applications numbered 12733 of 1898 and 16832
of 1898 I have described apparatus designed for conveying botwcen supports,
one or both of which is floating.
"
My present invention, while embodying more or less the features of said
applications, introduces two new principles into the art which consist in so
organizing the apparatus that the means provided for propelling and carrying
the load across the span, also serves to compensate for variations in distance
between supports and the resistance holding the rope taut across the span is
automatically increased when the load is in transit." Heretofore I have
employed a single compensating device to maintain practically a constant ten-
sion on the rope supporting the load across the span; such a device to pay out
rope when the boats spread apart, and take it up as the boats come together.
Such a device consisting of a counter weight, a spring, a hydraulic, air or steam
cylinder with piston, a sea anchor, or an engine contrived to wind in or pay
out the rope required to maintain the tension.
In my present invention, during the time the load is in transit I employ one
device such as above described to pay out, and another device, of superior
power, working against or in opposition to it to convey the load. The tension
device pays out the rope when the ships part, and, preferably, the transit device
takes up the rope when the ships approach. Such an apparatus may, and pre-
ferably does, work with a maximum tension only during the time the load is
in transit. At all other times it will not be necessary to maintain such a ten-
sion; in fact, it is very advantageous to slack the rope as much as possible
during the period the supporting ropes are not carrying the load.
Other features of my invention will be set forth in the following description.
In the accompanying drawings, Figures 1, 2, 3, 4, 5, 10, represent different
forms embodying the principle of my invention. Figures 6, 7, 8 and 9 are
details.
In all said forms, A is a ship to which coal, provisions, mail or other material
is to be delivered from the ship B. C is a tow-line that may be used is pre-
ferred for aiding in limiting the maximum distance between the two ships. D
is a load-carriage from which the load is suspended while in transit. E, I will
call the transit-motor because it compels the load-carriage to travel while in
transit. For F¹ is, in one form or another, what I will term the resistance or
17

page_text: tension mechanism because it resists the tendency of the rope which supports
the load-carriage in transit to sag and tends to maintain the same, at a normal
olevation.
In the form shown in Figure 1, the transit-motor E and resistance-motor F'
are cach a rope-drum-motor, the rope-drum of which are connected by a rope 1
extending from the transit-motor E over the sheave 2 on the mast or lower 3;
thence past or through the load-carriage D; thence around the sheave 4 on the
mast or tower 5; thence back again through D and over the sheave 6 on the
mast 3; thence, is preferred, over the sheave 7 on the mast or tower 8 and
thonce to the rope-drum resistance device F. The two branches of the rope 1
crossing the span are lettered, respectively, a band are substantially parallel
with each other. The carriage runs freely upon one of them, as a, but forms a
frictional engagement with the other one of them, as b; said frictional engage-
ment being sufficiently powerful to assure the transit of the load-carriage under
normal conditions, but capable of yielding to abnormal strains such as might
occur of the carriage should collide with either sheave 4 or sheave 6. As the
rope runs from the resistance-drum F' onto the transit-drum E, the friction
engagement of the load-carriage with the rope branch will cause it to run
from the ship B to the ship A on the rope branch a, or the load may be wholly
supported, as well as moved, by one branch, and the other branch employed to
return empty carriages, simultaneously or otherwise, such as is shown in
Figure 1 where each branch in turn carries a load across the span. Since the
transit-motor E and resistance-motor I are in opposition to cach other, the
transit-motor E must be more powerful than resistance-motor to cause the
rope 1 to run as aforesaid. Moreover, the speed of the transit-motor E prefer-
ably should be greater than the maximum speed of variation in the distance
between the two ships that may be expected to occur. This can best be
explained by the following example: The maximum speed at which the dis-
tance between the two ships may be expected to decrease from waves or other
causes may be taken as five feet per second. The transit-drum will be speeded
so as to haul in the rope at a rate in excess of ten feet per second say, for
example, at the rate of fifteen feet per second. The power which the resistance-
drum Fopposes to paying out may be assumed, approximately, 3000 pounds.
The power of the transit-motor E must, therefore, be in excess of 3000 pounds
plus the additional resistance due to the weight of the load and the friction of
the rope and its sheaves. Therefore, I will take the power of the transit-
motor at 4000 pounds. Now, suppose, during the transit of a load, the ships
to lurch toward each other at the maximum rate of five feet per second. Since
there are two lengths of the rope I stretched between the ships, this will pro-
duce a slack in the rope at the rate of ten feet per second. But the rate at
which this slack is produced is less than the fifteen feet per second speed of the
transit-drum and consequently, the transit-drum takes up this slack as fast as
produced with five feet per second speed to spare and the normal elevation of
the load is maintained. Suppose, now, that the ships lurch away from each
other. This will demand a greater length of rope on the span which will be
supplied from the resistance-drum F by causing it to pay out at a speed accelc-
rated to any extent demanded. Therefore, it will be seen that under all possible
conditions, the apparatus will maintain the load at substantially a normal eleva-
tion and relieve itself automatically from undue strain. After the load has
been delivered to the ship A during the return of the load-carriage over the
span, the necessity for maintaining the same at a normal elevation no longer
exists; but, on the contrary it is a great advantage to relax all strain by per-
mitting the ropes crossing the span to sag; therefore, the return journey of the
load-carriage is accomplished by simply reversing the transit-motor E, where-
upon the slack which it gives out is quickly reeled in on the resistance-motor F
at the same time carrying the empty load-carriage back to the ship C. The
speed of return can be regulated or arrested by controlling the movement of

page_text: the transit-drum E. It will thus be observed that, in fact, the whole operation
including the outward journey of the load, the stoppage for delivery, the return
of the empty carriage, the stoppage for a new load, is accomplished by con-
trolling the transit-drum E; the resistance-drum F being always in operation
and ready to perform its part when called upon. With this form of apparatus
shown in Figure 1, the resistance is automatically increased while the load is
in transit for the reason that in the supposed example when the load is station-
ary,
the power exerted by the resistance-drum Fon the rope is for instance
1000 or 2000 pounds, but as soon as the outward movement of the load com-
mences this power is increased by the friction of the resistance-motor itself plus
all the friction encountered by the gearing and rope between the resistance-
motor and the carriage to say 3000 pounds.
In the form of construction shown in Figure 2, the parts are the same as in
Figure 1 excepting that the resistance mechanism consists of a sea-anchor F¹
in lieu of the rope-drum-motor F. In this case, the resistance holding the rope
taut across the span is automatically increased when the load is in transmit
because the starting of the load accelerates the speed with which the sea-anchor
is drawn through the water and therefore increases its resistance.
In the form shown in Figure 3, instead of having the end of the rope 1
connected directly with the resistance mechanism, it is carried around the
sheaves 9 and 10 to the rope-drum 11 with which it is connected; the sheave 9
being mounted in a block which is connected with the resistance mechanism.
In this form the effective speed of the rope-drum 11 should preferably be legs
than that of the transmit-drum E, say about half as great.
In the form shown in Figure 4, the transit-motion E is mounted upon
the receiving ship A and the carriage depends for its support and transit
upon a single branch of rope. The mode of operation of this form otherwise
corresponds with that before described excepting that the power of the transit-
motor and resistance mechanism must be increased in consequence of the sup-
port of the load by a single branch instead of two branches of rope on the span.
In the form of construction shown in Figure 10 the transit-motor and resist-
ance motor are of equal power-each being in turn so regulated as to serve for
either resistance or transit. The cable 1 is preferably lead so that branch a
is on one side of the mast and branch b on the other side. To each branch is
connected a device in carrier 11 for attaching the load. In operation it will be
seen that with each movement of a load across the span an empty carrier is
returned. Thus by the alternate operation of the motors the work is performed.
Figure 10 also shows the device leading from the stern of discharging boat
taking in tow the receiving boat.
In the form of construction shown in Figure 5, the transit-motor E performs
its function by lifting the near end of the supporting-rope to an elevation from
which the transit will be accomplished by the force of gravity. A rope 12
extends from the transit-drum E over the sheave 13 on the mast of tower 3
and carries at its end a sheave 14. The rope 15 extends from the resistance-
drum F over the sheave 14 and its end if made fast to the distant ship A at
an elevation below that of the sheave 13 but above that of the deck of the
ship B. The load-carriage D runs on the rope 15. Starting with the parts in
the position shown in dotted lines in Figure 5 and with the load suspended
from the load-carriage and with the resistance-motor F exerting its pull upon
the rope 15, the transit-drum E hoists the sheaves 14 up to the position shown
in full lines whence the load-carriage will run by gravity down to the ship A.
As soon as it is unloaded, the reversal of the transit-drum E will permit the
resistance-drum E will permit the resistance-drum F to haul in notil the
sheave 14 has descended to its first position, whereupon the empty load-carriage
will run down the reverse incline thus produced back to the ship B. It will be
observed that with this plan I employ only a single rope between the war shin
and the collier, while it is evident that the double rope, as shown in Figure 1

page_text: may be used in the same way by simply raising and lowering the supporting
blocks. With the construction shown in Figure 5, the block of sheave 14
should be provided with a device for detaining the load-carriage until it is
hoisted to the proper height; such a detent is shown in Figures 6 and 7 as
consisting of a hook 16 pivoted to the sheave-block 14 and adapted to engage
with the pin 18 on the load-carriage D. A tail on this hook when it reaches
the top of the hoist strikes the pin 19 causing the hook to be automatically
disengaged, as shown in Figure 7. By making the head of the hook inclined
as shown, it will act as a latch to automatically ongage the pin 18 upon the
return of the carriage.
The novel form of sea-anchor shown in detail in Figures 8 and 9 may be
described as follows: 20 is a hollow cone of canvas or metal similar to that
constituting the ordinary sea-anchor. Between this cone and the rope 1, I
interpose, however, an entirely novel device in the form of a collapsible supple-
mental anchor. 21 is a canvas supported umbrella fashion on radial arins 22
hinged to the piece 23 which is fixed to the rope 1. Each of these arms is
pivotally connected with the traveller 24 by an arm 25. The traveller 24 is
connected with the coue 20 by the rod 26 and ropes 27. A sleeve 28 sliding
on the rod 26 is connected by the rods 29 and the cross-piece 30 with the end
of the rope 1. A spiral spring 31 is interposed between the traveller 24 and
the sleeve 28, the pressure of which tends to keep the canvas 21 stretched as in
Figure 8. If, now, the cone 20 be dragged through the water at a moderate
velocity, its resistance will not be sufficient to compress the spring 31 and the
canvas 21 will remain distended and afford a supplemental resistance against
the draft on the rope 1. However, if the speed of draft be accelerated, it will
increase the resistance of the cone 20 so as to compress the spring 31, collapse
the canvas 21, as shown in Figure 9, and substantially decrease or remove its
supplemental resistance. This contrivance tends to maintain a uniform resistance
to the draft on the rope 1 through varying speeds of the same, because at low
rates of speed the resistance of the cone 20 is supplemented by the resistance
of the canvas 21; whereas, at high rates of speed the resistance is due sub-
stantially to the cone 20 alone. Such an equalization of the resistance through-
out varying speeds is particularly useful in the combination shown in Figures 2,
and 4, because it supplied a sufficient tension when the load is proceeding
slowly at the start or finish and prevents the tension from being excessive when
the load is proceeding swiftly at the middle of the span.
Furthermore, the function of the spring 29 is not only to control the resist-
ance offered by controlling the resisting surface of the sea-anchor, but it also
acts as a yielding member connecting the anchor with the cable, by means of
which the more sudden variations in tension are taken up by the spring, and a
more uniform tension on the cable inaintained-a tension which is free from
the violent fluctuation to which it would otherwise be subjected. Such a spring
having its equalizing tendency, may be interposed in any part of the cable, as
per example in the rear of wheel 9 Figure 3.
Dated this 18th day of November 1898.

page_text: 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:--
In the specification of former application No. 16832 of 1898 I have described
apparatus designed for conveying between supports one or both of which is
floating.
My present invention, while embodying more or less the features of said
application, introduces two new principles into the art which consist in so
organizing the apparatus that the means provided for propelling and carrying
the load across the span, also serves to compensate for variations in distance
between supports and the resistance holding the rope taut across the span is
automatically increased when the load is in transit. Heretofore I have
employed a single compensating device to maintain practically a constant ten-
sion on the rope supporting the load across the span, auch a device to pay out
rope when the boats spread apart, and take it up as the boats come together.
Such a device consisting of a counter weight, a spring, a hydraulic, air or steam
cylinder with piston, a sea anchor, or an engine contrived to wind in or pay
out the rope required to maintain the tension.
In my present invention, during the time the load is in transit I employ one
device such as above described to pay out, and another device of superior
power, working against or in opposition to it to convey the load. The tension
device pays out the rope when the ships part, and, preferably, the transit device
takes up the rope when the ships approach. Such an apparatus may, and pre-
ferably does, work with a maximum tension only during the time the load is
in transit. At all other times it will not be necessary to maintain such a ten-
sion; in fact, it is very advantageous to slack the rope as much as possible
during the period the supporting ropes are not carrying the load.
Other features of my invention will be set forth in the following description.
In the drawings left with my Provisional Specification Figures 1, 2, 3, 4, 5. 10,
represent different forms embodying the principle of my invention. Figures 6,
7, 8, and 9 are details.
i
In all said forms, A is a ship to which coal, provisions, mail or other material
is to be delivered from the ship B. C is a tow-line that may he used if pre-
ferred for aiding in limiting the maximum distance between the two slips. D
iB a load-carriage from which the load is suspended while in transit. E, I will
call the transit-motor because it compels the load-carriage to travel while in
transit. For F is in one form or another, what I will term the resistance or
tension mechanism because it resists the tendency of the rope which supports
the load-carriage in transit to sag and tends to maintain the same, at a normal
elevation.
In the form shown in Figure 1, the transit-motor E and resistance-motor F
are each a rope-drum-motor, the rope-drum of which are connected by a rope 1
extending from the transit-motor over the sheave 2 on the mast or tower 3:
thenco past or through the load-carriage D: thence around the sheave 4 on the
mast or tower 5; thence back again through D and over the sheave 6 on the
mast 3; thence, if preferred, over the sheave 7 on the mast or tower 8 and
thence to the rope-drum resistance device F. The two branches of the rope 1
crossing the span are lettered, respectively, a, b, and are substantially parallel
with each other. The carriage runs freely upon one of them, as a but forme a
frictional engagement with the other one of them, as b; said frictional engage-
ment being sufficiently powerful to assure the transit of the load-carriage under
normal conditions, but capable of yielding to abnormal strains such as might
occur of the carriage should collide with either sheave 4 or shrave 6. As the
rope runs from the resistance-drum Fonto the transit-drum E, the friction
engagement of the load-carriage with the rope branch will cause it to run
from the ship B to the ship A on the rope branch a, or the load may be wholly
supported, as well as moved, by one branch and the other branch employed to

page_text: return empty carriages, simultaneously or otherwise, such as is shown in
Figure 1 where each branch in turn carries a load across the span. Since the
transit-motor E and resistance-motor F are in opposition to each other, the
transit-motor E must be more powerful than resistance-motor F to cause the
rope 1 to run as aforesaid. Moreover, the speed of the transit-motor E prefer-
ably should be greater than the maximum speed of variation in the distance
between the two ships that may be expected to occur. This can best be
explained by the following example: The maximum speed at which the dis-
tance between the two ships may be expected to decrease from waves or other
causes may be taken as five feet per second. The transit-drum will be speeded
so as to haul in the rope at a rate in excess of ten feet per second-say, for
example, at the rate of fifteen feet per second. The power which the resistance-
drum opposes to paying out may be assumed, approximately, 3000 pounds.
The power of the transit-motor E must, therefore, be in excess of 3000 pounds
plus the additional resistance due to the weight of the load and the friction of
the rope and its sheaves. Therefore, I will take the power of the transit-
motor at 4000 pounds. Now, suppose, during the transit of a load, the ships
to lurch towards each other at the maximum rate of five feet per second. Since
there are two lengths of the rope 1 stretched between the ships, this will pro-
duce a slack in the rope at the rate of ten feet per second. But the rate at
which this slack is produced is less than the fifteen feet per second speed of the
transit-drum and consequently, the transit-drum takes up this slack as fast as
produced with five feet per second speed to spare and the normal elevation of
the load is maintained. Suppose, now, that the ships lurch away from each
other. This will demand a greater length of rope on the span which will be
supplied from the resistance drum F by causing it to pay out a speed accele-
rated to any extent demanded. Therefore, it will be seen that under all possible
conditions, the apparatus will maintain the load at substantially a normal eleva-
tion and relieve itself automatically from undue strain. After the load has
been delivered to the ship A during the return of the load-carriage over the
span, the necessity for maintaining the same at a normal elevation no longer
exists; but, on the contrary it is a great advantage to relax all strain by per-
mitting the ropes crossing the span to sag; therefore, the return journey of the
load-carriage is accomplished by simply reversing the transit-motor E, where-
upon the slack which it gives out is quickly reeled in on the resistance-motor F
at the same time carrying the empty load-carriage back to the ship B. The
speed of return can be regulated or arrested by controlling the movement of
the transit-drum E. It will thus he observed that, in fact, the whole operation
including the outward journey of the load, the stoppage for delivery, the return
of the empty carriage, the stoppage for a new load, is accomplished by con-
trolling the transit-dium E; the resistance-drum being always in operation
and ready to perform its part when called upon. With this form of apparatus
shown in Figure 1, the resistance is automatically increased while the load is
in transit for the reason that in the supposed example when the load is station-
ary, the power exerted by the resistance-drum F on the rope is for instance
1000 or 2000 pounds, but as soon as the outward movement of the load com-
mences this power is increased by the friction of the resistance-motor itself plus
all the friction encountered by the gearing and rope between the resistance-
motor and the carriage to say 3000 pounds.
In the form of construction shown in Figure 2, the parts are the same as in
Figure 1 excepting that the resistance mechanism consists of a sea-anchor Fi
in lieu of the rope-drum-motor F. In this case, the resistance holding the rope
taut across the span is automatically increased when the load is in transit
because the starting of the load accelerates the speed with which the sca-anchor
is drawn through the water and therefore increases its resistance.
In the form shown in Figure 3, instead of having the end of the rope 1
connected directly with the resistance mechanism, it is carried around the

page_text: sheaves 9 and 10 to the rope-drum 11 with which it is connected; the sheave 9
being mounted in a block which is connected with the resistance mechanism.
In this form the effective speed of the rope-drum 11 should preferably be less
than that of the transit-drum E, say about half as great.
In the form shown in Figure 4, the transit-motor E is mounted upon
the receiving ship and the carriage depends for its support and transit
upon a single branch of rope. The mode of operation of this form otherwise
corresponds with that before described excepting that the power of the transit-
motor and resistance mechanism must be increased in consequence of the sup-
port of the load by a single branch instead of two branches of rope on the span.
In the form of construction shown in Figure 10 the transit-motor and resist-
ance motor are of equal power-each being in turn so regulated as to serve for
either resistance or transit. The cable 1 is preferably lead so that branch a
is on one side of the mast and branch b on the other side. To each branch is
connected a device in carrier D' for attaching the load. In operation it will be
seen that with each movement of a load across the span an empty carrier is
returned. Thus by the alternate operation of the motors the work is performed.
Figure 10 also shows the device leading from the stern of discharging boat
taking in tow the receiving boat.
In the form of construction shown in Figure 5, the transit-motor E performs
its function by lifting the near end of the supporting-rope to an clevation from
which the transit will be accomplished by the force of gravity. A rope 12
extends from the transit-drum E over the sheave 13 on the mast of tower 3
and carries at its end a sheave 14. The rope 15 extends from the resistance-
drum over the sheave 14 and its end is made fast to the distant ship A at
an eleration below that of the sheave 13 but above that of the deck of the
ship B. The load-carriage 1) runs on the rope 15. Starting with the parts in
the position shown in dotted lines in Figure 5 and with the load suspended
from the load-carriage and with the resistance-motor F exerting its pull upon
the rope 15, the transit-drum E hoists the sheaves 14 up to the position shown
in full lines whence the load-carriage will run by gravity down to the ship A.
As soon as it is unloaded, the reversal of the transit-drum E will permit the
resistance-drum 1 to haul in until the sheave 14 has descended to its first posi-
tion, whereupon the empty load-carriage will run down the reverse incline thus
produced back to the ship B. It will be observed that with this plan I employ
only a single rope between the war ship and the collier, while it is evident that
the double rope, as shown in Figure 1, may be used in the same way by simply
raising and lowering the supporting blocks. With the construction shown in
Figure 5, the block of sheave 14 should be provided with a device for detaining
the load-carriage until it is hoisted to the proper height; such a detent is shown
in Figures 6 and 7 as consisting of a hook 16 pivoted to the sheave-block 14
and adapted to engage with the pin 18 on the load-carriage D. A tail on this
hook when it reaches the top of the hoist strikes the pin 19 causing the hook
to be automatically disengaged, as shown in Figure 7. By making the head of
the hook inclined as shown, it will act as a latch to automatically engage the
pin 18 upon the return of the carriage.
The novel form of sea-anchor shown in detail in Figures 8 and 9 may be
described as follows: 20 is a hollow cone of canvas or metal similar to that
constituting the ordinary sea-anchor. Between this conc and the rope 1, I
interpose, however, an entirely novel device in the form of a collapsible supple-
mental anchor. 21 is a canvas supported umbrella fashion on radial arms 22
hinged to the piece 23 which is fixed to the rope 1. Each of these arms is
pivotally connected with the traveller 24 by an arın 25. The traveller 24 is
connected with the cone 20 by the rod 20 and ropes 27. A sleeve 28 sliding
on the rod 26 is connected by the rods 29 and the cross-piece 30 with the end
of the rope 1. A spiral spring 31 is interposed between the traveller 24 and
the sleeve 28, the pressure of which tends to keep the canvas 21 stretched as in

page_text: Figure 8. If, now, the cone 20 be dragged through the water at a moderate
velocity, its resistance will not be suthcient to compress the spring 31 and the
canvas 21 will remain distended and afford a supplemental resistance against
the draft on the rope 1. However, if the speed of draft be accelerated, it will
increase the resistance of the cone 20 so as to compress the spring 31, collapse
the canvas 21, as shown in Figure 9, and substantially decrease or remove its
supplemental resistance. This contrivance tends to maintain a uniform resistance
to the draft on the rope 1 through varying speeds of the same, because at low
rates of speed the resistance of the cone 20 18 supplemented by the resistance
of the canvas 21; whereas, at high rates of speed the resistance is due sub-
stautially to the cone 20 alone. Such an equalization of the resistance through-
out varying speeds is particularly useful in the combination shown in Figures 2,
and 4, because it supplies a sufficient tension when the load is receding
slowly at the start or finish and prevents the tension from being excessive when
the load is proceeding swiftly at the middle of the span.
Furthermore, the function of the spring 29 is not only to control the resist-
ance offered by controlling the resisting surface of the sea-anchor, but it also
acts as a yielding member connecting the anchor with the cable, by means of
which the more sudden variations in tension are taken up by the spring, and a
more uniform tension on the cable maintained-a tension which is free from
the violent fluctuation to which it would otherwise be subjected. Such a spring
having this equalizing tendency, may be interposed in any part of the cable, as
per example in the rear of wheel 9 Figure 3.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:
1. In a conveying apparatus, in combination with the load-carriage and the
rope supporting the same across the span, a transit-motor, a resistance device
and connections whereby the movement of said transit-motor productive of
transit increases the power of said resistance, substantially as described.
2. In a conveying apparatus, the combination, a load-carriage, a rope sup-
porting the same across the span, a resistance tending to hold said rope taut, a
transit-motor and connections whereby the movement of said transit-motor
for producing transit actuates said resistance device, substantially as described.
3. In a conveying apparatus, in combination, a load-carriage, a supporting-
rope for the same crossing the span, a transit-motor, to which one end of said
rope is fixed and means connected with said rope at or near its other end whereby
tension is exerted upon the same, substantially as described.
4. In a conveying apparatus, in combination, a load-carriage, a rope for
supporting the same on the span, a motor whereby transit is produced by haul-
ing in said rope and a resistance device whereby resistance is opposed to said
hauling in, substantially as described.
5. In a conveying apparatus, in combination, a load-carriage, a supporting
rope crossing the span, a transit-motor connected with one end of said rope,
and a resistance device of less power than said transit-motor acting in oppo-
sition thereto, substantially as described.
6. In a conveying apparatus between two relatively movable objects, a load-
carriage, a rope supporting the same across the span, a transit-motor having a
speed in excess of the relative movement of said objects and a tension device,
substantially as described.
7. In combination with a sea-anchor consisting of two resistant parts and
mechanism whereby an increased resistance causes one of said parts to collapse,
substantially as described.
8. In a conveying apparatus, the combination of a cable connecting two
boats; of a sca-anchor attached to said cable, and a spring for equalizing the
tension on the cable under variations of speed.

page_text: one
9. In a conveying device connecting two boats a rope leading from
boat to the other; suitable supports therefor; means for hauling said rope in
one direction and means in opposition thereto for resisting, but not preventing,
said hauling action, whereby a sufficient tension is maintained on said rope to
support a load in transit between the two boats.
10. In a conveying device connecting two boats, a rope leading from one
boat to the other; suitable supports therefor; means for hauling said rope in
one direction and means in opposition thereto for resisting, but not preventing.
said hauling action; and a load-carriage attached to and travelling with said
rope, whereby a sufficient tension is maintained on said rope to support a load,
and the load is transmitted between the two boats.
Dated this 18th day of Amoment 1900
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.