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May, 1916 St Aree 7 ALT mace Of ® sang, Fase. a FIG. 2—UNLOADERS ON BARGES SHOWING FALSEWORK trucks originally supplied with the machines, facing, of course, at right angles to the previous axis of opera- tion. Their construction is illustrated in Fig. 5, and they may be seen in use in Fig. 2. The next problem was that of se- curing the maximum amount of sta- bility possible with the dimensions of the machines. As these measured 98 feet in height over all, with a width of 24 feet and a total length, exclud- ing the cantilever, of 62 feet 10 inches, it was decided to couple two machines together so as to handle them in pairs. This gave a total wheelbase, for each pair, of 48 feet. The cantilevers were removed and the machines linked together by means of 10 x 16-inch Douglas fir sils<‘and 12° x*<i2-inch Douglas fir caps bolted together as illustrated in Fig. 2, which also shows the method of cross bracing by means of steel tie rods. In order to stabilize the two barges, as far as possible, and to provide ade- quate room for handling the ma- chines, they were lashed together, the aprons and cantilevers of the unload- ers being utilized for strongbacks across their decks. With the barges separated by a distance of 18 inches, timbers 12 inches square were passed underneath at bow and stern. were then passed through the aprons, down between the barges, and through the timbers beneath, locking the barges together. Five wraps of 1%- inch cable were then fetched around the two barges at either end. This cable was drawn taut, the tension upon it being increased by means of wedges. Some Difficulties Surmounted Extreme care was required to prop- erly secure the barges to the dock, in order to receive the load without causing a pronounced list in the barge nearest the dock. Another point to be considered was the fact that when most of the weight of the machines, representing nearly 150 tons each, was on the barges, their after ends still remaining on the dock, the stresses were reversed. Again, when the unloading ma- chines were completely drawn onto the barges, the load on the extreme outer edge of each would tend to cause a reciprocal outward list. This was forestalled by blocking under the SA | i Gy oe Oe Fes Se a2 + S ne onQumped Bucket FIG. 4—PLAN OF BROWN ELECTRIC UNLOADING MACHINE Bolts. THE MARINE REVIEW 179 FIG. 3—-MACHINES NEARING THEIR DESTINATION central post shown at A in Fig 2, thus distributing the strains more equitably and bringing both barges onto an even keel, with increased sta- bility. The unloaders were successfully drawn aboard the barges over a care- fully prepared track, the inequality in height between the barges and the dock being adequately cared for by the universal joint design of the trucks, into which the legs of the machines fitted, equalizing all stresses. “In moving the machines, a_ hoisting engine equipped with suitable blocks and falls was utilized. One tug was employed in towing the machines to their new destination, this operation including winding the unique craft in mid-channel, so that. the unloaders would face east instead of west when landed. The‘unloaders were drawn ashore by methods practically a replica of those used in the embarkation, and were placed on_ previously constructed foundations. Fig. 3 shows the ma- chines nearing the new site, as well as the tracks over which they were hauled to the foundations. Only one day was consumed in moving each pair of unloaders from their original position to the permanent location. FIG. 5—SPECIAL TRUCKS DESIGNED FOR MOVING UNLOADING MACHINES