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ome [7 MANE FORT Awe BTR MAIN DECKS ON a TUTTO TARY LT Tis May, 1924 MARINE REVIEW ALTERATIONS COAL TRADES OF THE GREAT LAKES stand the breaking stress of the hawser. The band brake will hold against twice the working load of the winch. The above mentioned features are quite general of mooring winches as used on the Great Lakes, but the in- teresting part of the construction of these winches is found in the arrange- ment amd flexibility of the control. They are designed automatically to main- tain any constant tension in the hawser, within the limits of the winch, at which the operator sets them. This is accomplished by means of a floating worm backed up by a heavy coil spring. The worm shaft is driven from the motor through a sliding coupling so that mo end thrust comes: on the motor. The worm thread is cut long enough to allow for longitudinal motion. This motion is transmitted to the electric controller. The worm shaft is mounted in radial thrust roller bearings and pro- vided with roller thrust bearings. Com- plete worm shaft and bearings, springs and coupling, are totally enclosed in a cast iron worm gear housing and run in an oil bath, practically eliminating any possibility of excessive friction or wear. The worm gear housing also encloses the worm gear and precludes any pos- sibility of the rope or any foreign mat- HENRY FORD’S BIG DIESEL DRIVEN nolo nos Ar oe | | ei bare Heal | a | Oke LUTE a | i : Tae: a ma ennann A : SPELT ¢ oie mete a AT | Ved ann TPL {AVE MEOH O2CHANUGUUOHCONEAHOELHNONEAAHECUNEMESRGOIIB ZOD ee EEOC" 3 fe Sou cues | Sesemes es Seeusaaee (es “ume gece | Tl if a a mamma op TT Sh acai mr seer cae ean aaa sas Se Tit Noe a ae / ma os / 1 LL. Pa ta 2 SORE OUERS Ha | Kee t » a oes we FS ie == = anaes: ao es aa = iia Ve — c ep se eS al = = EL a Ee a a Ca sees ae eS eS es — a 5 iil Nie . oe Se eT ee ee ee On ee eee Re ee = i BULK ter getting into the gears or the operat- ing mechanism. The control, both manual Be automa- tic, is accomplished by a single lever with a detent latch. Upon gripping the latch, the lever is free from any auto- matic control, directly connected to the master electric controller, and the op- erator has complete manual control of the winch. ‘The latch may be released at the will of the operator to fall in any one of a series of graduated notches on a quadrant, which notches are gradu- ated to give the hawser tension in thou- sands of pounds pull. The machine will then automatically maintain the pull in the hawser as indicated by the notch in which the latch falls. No further steps are necessary to transfer from full manual to full automatic control. The electrical control equipment for these winches is furnished by the Cutler- Hammer Mfg. Co., Milwaukee, and the motors by the Electro-Dynamic Co., Bayonne, N. J. The motors, solenoid brakes, and master controller are all to- tally enclosed and. completely water- proof. The motors are rated at 25 horsepower for % hour at a full load speed of 550. revolutions per minute. They are wound with largely series characteristics, with a slight amount of shunt winding to hold the no-load speed within safe limits. The control is oi the. magnetic contactor type. The con- tactor panel amd resistance are non- watertight for below deck mounting. The master controller is provided with four points forward and five points re- versing, with dynamic braking in the circuit on the first three points of the reverse. Continuous duty resistance is used so that for speed regulation, the winch may be operated on the interme- diate control points in either the for- ward or reverse direction for consider- able periods of time. The winch con- sumes no current when on the automatic. except when correcting for variation in tension or length of hawser. After the hawser is made fast to the dock for normal mooring operation, the operator releases the latch of the con- trol lever to whatever notch he has found from previous experience is de- sirable for the required mooring pull. The winch can then be forgotten. When unloading of the ship is taking place and the vessel rises at the dock, it is required that the line pay out without increasing the tension. As the vessel starts to rise the tendency is to set up an increased ten- sion in the mooring line. This 1mme-