US2559832A - Ship hoist - Google Patents

Description

July 1o, 19.51 A, SLATER 2,559,832

SHIP HOIST Filed Aug. 25, 1946 4 Sheets-Sheet l N k l J \I R *le R 2% m s z u Sg Q a m R Ri m M A. SLATER July l0, 1951 SHIP HOIST Filed Aug. 23, 194e` 4 Sheets-Sheet 2 A. SLATER SHIP HOIST July 10, 1951 4 Sheets-Sheet 3 Filed Aug. 25, 1946 .July i0, 1951 A. sLATx-:R 2,559,832

SHIP HOIST Filed Aug. 23, 1946 4 Sheets-Sheet 4 Patented July 10, 1.951

UNITED STATES PATENT OFFICE SHIP HOIST Alexander Slater, West Saint Kilda, Victoria, Australia Application August 23, 1946, Serial No. 692,526

This invention relates to ships gears for the loading and unloading of ships cargo, and of the type including derrick control gear and hoisting gear.

It is generally conceded that the derrick and hoisting gear included in all classes of ships is quite inadequate for the expeditious handling of the cargo, due mainly to the fact that the gear has become more or less obsolete having regard to the modern tendency towards mechanisation to eliminate unnecessary manual labour.

For example, a considerable amount of manual labour is still involved in the handling of the cargo in the hold of the ship and the control o'f the derricks, necessitating the employment of a considerable number of stevedores,` to position the cargo where it can be connected to the hoisting cables. This is due primarily to the practice of effecting controlled movement of the derrickor yard arm which terminates the inward swing in substantially the same position above the hold,

whereby cargo not located substantially therebelow requires to be manhandled to bring the same to the hoisting cable. Moreover, to attach to the cargo in slings or the like to the hoistingv cable vit is again necessary to manually handle the cargo for the slinging or the suspending of the same on the hoisting cable which adds considerably to the time and labour involved.

` Incidentally, manual adjustment of the derrioks to position the same in the loading and unloading position causes delays during operation.

Obviously the above method of handling the cargo and hoisting gear adds to the time at which a-ship -is required toremain at the wharf for discharging and loading cargo, with resultant heavy cost to the ship owners in wharfage rates and stevedoring costs.

il 'Now this invention has as its principal object to avoid the abovestated disadvantages by the provision of efficient and conveniently operable derrick control and hoisting gear by the use ofwhich manual labour and handling of cargo is reduced to a minimum, i. e. the handling of the cargo is practically mechanised..

A further object of the invention is to provide derrick control and hoisting gear that may be conveniently set or adjusted to permit the cargo to be loaded and unloaded from either side of` the ship.

1 A further object of the invention is to provide such derrick control and hoisting gear, by thei use of which the cargo may be expeditiously unloaded or loaded to Vsubstantially reduce the time and number of stevedores normally involved in 17 Claims. (Cl. 212-3) the handling of the salme cargo whereby the ship may quickly clear the port.

With the above stated objects in View there is provided according to this invention, an iml proved derrick for the unloading and loading of' cargo comprising power actuated topping gear `for each one of a pair of coacting booms to adjust the working inclination of said booms, and me-n chanical locking means operatively associated with each topping gear to maintain the booms`v in the adjusted working inclination.

The coactive booms between which the load is swung, i. e. the midship booms operating above the hold and the yard arm booms operating above the wharfare normally maintained xed in their respective positions at the required workthe four booms and mast of a ship.

Fig. 1 is a semi-diagrammatic view in side elevation of a ships mast and control geagfor the` booms as viewed from the starboard or port side.

Fig. 2 is a similar plan of the apparatus and y gear shown in Fig. 1. f

Fig.' 3 is -a similar end elevation (looking aftl' of the apparatus.

Figures 4 and 5- are diagrammatic elevations of a pair of booms illustrating the distant -or lazy guys and winch control for the latter.

Fig. 6 is a fragmentary perspective view illus-` trating the topping gear for each boom andassociated locking gear. v v i l Fig. '7 is a sectional elevation of locking gear,: illustrated in Fig. 6.

Fig. 8 is a section on the line 8-8 of Fig. 7. Fig. 9 is a perspective -of a modified arrange#v ment of the locking gear, illustrated in Figs. 7 8..

^ Referring to Figs. 1 and 2 the pairs of booms. 4, 5, 6 and 'I in the form of jib arms are pivot-fally mounted for universal movement in vtheir sockets 8 uponfthe lower table 9 and-grouped'. about the mast 9a, which extends through ther table 9 and is iittedv with a top table l in theA conventional manner. The gear .controlling the.:

rear booms 6-1 excepting the main cargo hoist, being omitted in Fig. l, for the purpose of clearly illustrating the gear on the front pair of booms 4-5.

Referring at the outset to the topping gear for angularly moving each boom through the vertical plane from the horizontal to the substantially vertical, this movement is effected under motive power at the control of au operative to eliminate manual handling To that end, said gear in each instance comprises a span wire I I anchored at one end to the collar I2 upon the upper end of the boom 4-5 in Fig. l and extends to a guide pulley I3 upon a projecting plate I4 upon the` top table I0 of the mast from which pulley the wire II travels to an equalizing pulley I5 and returns parallelly to the anchorage point I6 on the plate I4 to form a bight span.

As viewed in Fig. 6 equalizing pulley I5 is journalled in a shackle Il' to one side of which is attached the down haul cable I8, passing about the idler pulley l9, upon the deck 29 of the ship to a topping drum coaxial with and driven from the shaft of the main hoisting steam winch 22.

Topping drum 20 is carried upon the shaft 23 clutch coupled as at 23a to the shaft of the winch 22 whereby upon the manipulation of the clutch handle 24 said drum may be driven in unison with the main drum of the winch. Upon being declutched the topping drum 2U may be expeditiously stopped and rendered idle by application ofthe brake 25. Y

The other side of the shackle I1 has connected thereto a depending locking chain 21 which passes into a bell mouthed guide tube 28 mounted on the deck 29 adjacent to the stauncl'iions 36 of the lower table 9. The guide tube28 is vertically disposed above a chain housing 30a mounted below the deck and in which the locking chain 21 coils as the boom is angularly raised or topped` and pays out as the boom is similarly lowered towards the horizontal.

The locking gear co-operating with the chain 21 is illustrated in Figs. 6 to 8 and comprises a horizontal pin 3I slidable in the channeled guide 32 mounted upon the standards 33 upon the deck 2.9, to enter anY aperture 34 in a flat surface 34a upon the guide tube 23, a diametrically opposite aperture 35 being covered by the hinged flap 36.

Pin 3l is attached to an aligning rack member 31 carried in and axially movable relatively to the vertical frame 38 mounted upon the deck 29.

Guide brackets 39 disposed in alignment with thechanneled guide 32 constrain the rack member 31 to move in an axial path and similarly move the pin 3 l.

11 The rack member 31 is channeled with the teeth 31a flush with'the surface thereof to pass freely through the guide brackets 39.

Disposed in constant mesh with the teeth 31a is a pinion 40 carried upon a spindle 4I journalled in the frame 38 and footstep bearing 39a. A control hand wheel 42 is fitted to the upper end of the spindle 4I, the turning of the wheel in one complete revolution being adapted to either advance the pin 3I into the locking position 'ici 4 seats upon the particular hanging link 21a of the locking chain 21 and extending through the diametrically opposite aperture in the guide tube 28 bridges the latter to thereby restrain movement of and lock said chain 21. By restraining and locking the chain 21 against movement, the boom 4 is retained fixed in the required position angularly to the horizontal, i. e. its top is disposed at the required height above the level of the hold of the ship.

A stop d5 upon the rack member 31 limits the retractive movement of the latter, and the detachable pin 46 insertable through the aligning apertures l1 in the central handle 42 and frame 38Y retains the rack and pin 3l against movement in the operative locking position of the latter.

To ensure self-centering or adjustment of the pin 3| in the apertures 34-35 of the guide tube 28 to engage the link of the chain 21, the pin 3| is divided as at 3Ia fand the sections pivotally connected whereby the outer section may readily feed through said apertures.

In the operation of the topping gear described to raise the boom 4, Fig. l from the horizontal to the topped position at an angle of approximately 45 to the horizontal, the operative, with the locking pin 3l retracted and disengaged from the locking chain 21, disengages the brake 25 and by adjustment of clutch handle 2li clutch couplesv the topping drum 20 to the winch 22.

Rotation of the topping drum 20 exerts a downwardly directed pull upon the cable I8 which is transmitted through the equalizing pulley I5 to the span wire I I which pulls upon the top ofthe boom and angularly raises the latter to the position illustrated.

As the boom 4 is raised the locking chain 21 feeds through the guide tube 28 into the chain housing 30a as the equalizer pulley I5 is lowered. and upon the boom being moved to the required angular adjustment illustrated, the winchman declutches the topping drum 23, applies the brake 25 and then operates the control wheel 42 to engage the locking pin 3l with and retain the locking chain 21 in the locked position as illustrated in Fig. 6.

The boom 4 is then locked in the required inclination to the horizontal without obviating thev swinging or slewing movement to determine the exact position of the boom in the loading or unloading position relatively to the hold 49 of the ship or the wharf as hereinafter described.

As illustrated in Fig. 9 the apparatus for locking the chain 21 may be suitably modified to t Within a relatively narrow area in smaller ships.

To that end the locking pin 3I is supported in parallel disposition and attached to the rack member 31 by the cross member 49a, so as to move in unison with the latter upon the turning of the control wheel 42.v

- Referring now to Fig. 2 it will be observed that each boom 4, 5, G and 1 is provided with the topping gear and associated locking mechanism, the Winches 22 being disposed in transverse and longitudinal alignment, on the 'deck about the veniently operate either one of the topping gearsy and locking gear associated with a particular pair of booms.

With the boom e. g. 4, Fig. 1 locked at the required inclination to the horizontal, it may beswung or slewed to positively locate the top of the '51- boom above the required location in the hold, or the wharf for loading or unloading purposes.

To that end each boom 4 5, 6 1 as viewed in Fig. 1 has anchored to the collar I2 thereon, one end 50a. of a substantially V-shaped guy wire, indicated generally at 50, the upper section of the guy wire being connected to the upper one of a pair of double sheave equalizing blocks 52 coupled by running lengths of the guy wire, forming one side of the V-formation.

The lower sheave block `52 has an extension 53 of the wire, forming the other side of the V- formation, leading upwardly to and passing around an idler pulley 54 mounted upon a separate plate 55 on the top table l0, from which pulley the wire extension 53 extends downwardly through guide roller 56 on the mast 9a to the guide 51 which directs said wire 53 below and under lower table 9 to a separate winch 58 mounted upon the deck. All four Winches 58 are grouped together in alignment below the lower table 9 as viewed in Fig. 2.

In this position the guy Winches 58 (there is one for each boom) are clear of the topping drums 20 and Winches 22. Connecting the shackle of the lower sheave block 52 is a downwardly inclined extension or cable 69 extending to an adjusting deck anchorage 60a.

As illustrated in Fig. 2 the V-shaped guy wire 50 for each boom projects outwardly from and is inclined downwardly relative to the booms, with the anchorage cables 60 disposed in effect substantially midway between the ends of the outer booms and the idler pulleys 54.

Accordingly with the anchorage point 60a. constant, upon the winch 58 being energized, the pull exerted by the guy wire 53 is transmitted through the equalizing pulleys 5| 52 to the outer end of the boom, causing the latter to travel angularly about or slew relatively to its socket 8 without effecting any variation in its previously adjusted inclination to the horizontal.

This slewing movement is effected under the control of the distant or lazy guy gear which couples a pair of twin yard arm and midship booms 4 1 or 5 6 and will now be described With reference to booms 4 1 in Figs. 1 and 2.v

wardly directed purchase cable 65 running paral-` lel to the boom 1 and leading to the winch 66 disposed upon the deck 29 below the lower table 9 at one corner thereof.

As viewed in Fig. 2 there is a winch 66 disposed at the other diagonal corner of the lower table 9, the booms 5 6 being coupled by the lazy guy wire 6| as hereinbefore described and as illustrated in Figs. 1 and 2. Y

In Fig. 4 the booms 4 1 are illustrated in the fully topped position, and Fig. 5 shows the boom 4 in an operative position and a horizontal position respectively in response to the operation of the llazy guy and other control gear previously described.

The length of the guy span wire 6| in conjunction with the extensible cable from the winch 66, relative to the length of the booms is such that a full range of angular and slewing movement may be imparted to either boom as indicated by the positions of the boom 1 in Fig. 5.

. AThe winch 66 is used to raise the boom `1 from the lowered position and to lower or swing the boom, the brake on the winch is released to permit the weight of the boom to cause the paying To achieve such an adjusted position of one of the coupled booms, either the lazy guy or the slewing gear is slackened oil and one of the control winches of these gearsenergized to haul the freed boom in a slewing motion to the required position whereby manual adjustment and hauling is eliminated.

To facilitate'the manoeuvering and handling of the cargo within the hold, particularly heavy and cumbersome cargo, suchV as steel or long timbers, there is provided a preliminary lift gear for each boom operating over the hold, for the purpose of initially moving, separating and rais-v ing the load in the hold to a position at which it can be attached to and raised by the main hoist associated with booms.

Accordingly the manhandling usually necessary to move the cargo to the main hoist is eliminated with attendant reduction in labour and safety of the men operating in the coniines of the hold 49.

The lift gear comprises a hoisting cable 1n depending from a pulley block 1| near the top of the boom and extending spanwise to an idler guide pulley 12 upon the mast 9a, from which pulley the cable extends downwardly for connection to an electric winch 15 located rearwardly of the lower table 9, as illustrated in Fig. 2. Although the lift gear is only applied to the booms 4 5 operating over the hold (i. e. the midship booms), as illustrated in Fig. 2, the other booms 6 1 (i. e. the yard arm booms) have mounted thereon the pulley blocks 1| and a further pair of guide pulleys 12 are disposed in spaced relation thereon, to permit rthe lift gear to be removed frorn the former booms 4 5 and applied to the latter booms 6 1 when the ship is to be loaded from the opposite side.

A messenger cable 16 shown in the attached position, is tted to the cable 1U adjacent the book 11 of the latter to permit the lift cable 10 to be slipped when the load has been hauled to and taken up by the main cargo hoist 19 included with each boom for elevating fromthe hold.

Within the hold the lift cable 10 can be drawn to the selected area therein and attached to the load and upon the winch 15 being energized, the load is moved up to and attached to the main hoist 19, thereby eliminating the manhandlingv of the cargo within the hold 49.

The main hoist 19 comprises a cable depending from a sheave block upon the vcollar |2 of the boom and projecting substantially parallelly with the boom to the guide pulley 83 on the lower table 9 from which said cable leads to the drum 8| of the main steam winch 22.

In operation each pair of booms 4 1 and 5 6 are adjusted by the topping gear, slewing gear and lazy guys to assume the required position -above the hold 49 and wharf respectively, i. e.'

the midship booms4 5 are disposed at `the `re-j` quired height and position above the. hold, andy yardarm booms 6-1 are similarly disposed over the wharf.

As above described the loadis initially carried bythe lift cable l to the main hoist cable 'I9 of boom il, which then takes over the load, to which latter is also connected the main hoist cable 19 of the coactive boom 1 as illustrated in Fig. 1.

lThe main hoist cable I0 of the boom 'l is ini.- tially slackened oi but the slack isv reduced as the cargo is raised by the main cable 19 of the boom s until a predetermined. height andclearance is reached, at. which the cargo then swings between the booms and the weight is gradually taken over by said cable on the boom 1 :from which the load is lowered to the wharf.

AccorclingljT it will be understood that as the booms 4-1 remain nxed in the adjusted position the cargo maybe. expeditiously unloaded without the requirement of continuously adjusting the booms and if. such adjustment is required it is simply eiTected under the motive power of the Winches and labour in the handling ofthe cargo within the hold is reduced to a minimum by the lift` gear which initially lifts and carries the cargo to the midshipbooms 4-5 operating over the hold.

Y Iv claim:

Y, l.. A derrick construction for loading and unloading ships cargo comprising a mast, a pair of coactive booms associated with the mast, cargo hoisting gear included with each boom, a power actuated distant or lazy guy gear connecting the pair of booms, power actuating slewing gear connecting each boom for swinging the latter to an operative position, said power actuatable gears cooperative to normally maintain the booms in relatively fixed loading -or unloading positions, power` actuated topping gear operatively connecting each boom to adjust the working inclination of said boom, and mechanical locking means coa active with the topping gear to maintain the adjusted working inclination yof each boom.

. 2. A derrick construction for loading and unloading ships cargo comprising a mast, a pair of coactive booms associated with the mast, cargo hoisting gear included with each boom, a power actuated distant or lazy guy gear connecting the pair of booms, power actuatable slewing gear connecting each boom for swinging the latter to an operative position, said power actuatable gear cooperative to normally maintain the booms in` relatively fixed loading or unloading positions, power actuated topping gear operatively connecting each boom to adjust the working inclination of said boom, mechanical locking means coactive with the topping gear to maintain the adjusted working inclination of the boom, and preliminary lifting gear incorporated with each boom to initially raise and deliver the cargo within the hold of the ship to be raised by the, booms.

` 3. A derrick construction for loading and unloading ships cargo, comprising a mast, a pair ofcoactive booms associated with the mast, car go hoisting gear included with each boom, power actuated topping gear operatively .connecting each boom to adjust the working inclination of said booms, said topping gear comprising a cable anchored to the outer end of the boom and extending through a bight span in the cable lto an anchorage point on the mast, a pair of flexible extensions connecting the bight span, a winch connecting one of said iiexible connections, and mechanical locking means engageable with the other ilexible extension to maintain the boom in the adjusted working inclination.

'LAV derrickfconstruction for loading and uri-f loading ships cargo, comprising a mast, a, pair' of4 coactive booms associated with the mast, cargo hoisting gear includedwith each boom, power actuated topping gear-operatively connecting eachage point on the mast adjacent the upper pulley,

a down haul cable attached to the equalizing pulley, a winch or winding drum connecting the down haul cable, a chain attached to the equalizing pulley, and mechanical locking means en-A gageable with the chain to maintain the boom in the adjusted working inclination.

5. A derrick construction for loading and un-L loadingships cargo, comprising a mast, a pair of.,

coactive booms, associated with the mast, cargo hoisting gear included with each boom, power actuated topping gear operatively connecting each boom to adjust the working inclination of said topping gear comprising a cable anchored to,V the outer end of the boom and extending through a bight span in the cable to an anchorage point. on the mast, a pair of flexible extensions con-- necting the bight span, a down haul cable at tached to the bight span, a winch or winding drum connecting the downhaul cable, a chainv attached to the bight span, a tubular chain guide through which the chain is passed, said guidehaving aligning apertures, a pin mounted -for axial movement perpendicularly to said. guide tubein alignment with the apertures, and manually operablemeans for moving said pin to project through the apertures to bridge a link insaid chain within the tubular chain guide,

6. A derrick construction for loading and unloading ships cargo, comprising a mast, a pair of coactive booms associated with the mast, cargo hoisting gear included with each boom, power actuated topping gear operatively connecting each .boomto adjust the working inclination of.

said booms, said topping gear comprising a pulley on the mast, an equalizing pulley at a lower level upon the mast, a cable extending in a span from the upper pulley to an anchorage point upon the end. of the boom, and downwardly to andV re turnedabout the equalizing pulley to an anchor"-E age point on the mast adjacent the upper pulley, a down haul cable attached to the equalizingv pulley, a winch or winding drum connecting the down haul cable, a chain attached to the equalizirig pulley, a tubular chain guide through whichj the chain is passed, said guide having aligning apertures, a pin mounted for axial movement perpendicularly to said guide tube in alignment with the apertures, and manually operable means for moving said pin to project through the apern'Y tures to bridge a link in said chain within the tubular chain guide,

7. A derrick construction for loading and un-l loading ships cargo, comprising a mast, a pair of coaotivebooms associated with the mast, cargo hoisting gear included with each boom, power actuated topping gear operatively connecting each boom to adjust the working inclination of said booms, said topping gear comprising a cablel haul cable attached to the bight span, a'winch or winding drum connecting the down haul cable, a chain attached to the bight span, a tubular chain guide through which the chain is passed, said guide having aligning `apertures, a pin mounted for axial movement perpendicularly to said guide tube in alignment with the apertures, a toothed rack member operatively connecting said pin, a pinion in mesh with the rack member, and manually operable means for rotating the pinion so as to move the rack member and advance the pin through the aligning apertures to bridge a link of the chain within the tubular chain guide.

8. A derrick construction for loading and unloading ships cargo, comprising a mast, a pair of coactive booms associated with the mast, cargo hoisting gear included with said boom, power actuated topping gear operatively connecting` each boom to adjust the working inclination of said booms, said topping gear comprising a pulley on the mast, an equalizing pulley at a lower level upon the mast, a cable extending in a span from the upper pulley to an anchorage point upon the end of the boom, and downwardly to and returned about the equalizing pulley to an anchorage point on the mast adjacent the upper pulley, a down haul cable attached to the equalizing pulley, a winch or winding drum connecting the down haul cable, a chain attached to the equalizing pulley, a tubular chain guide through which the chain is passed, said guide having aligning apertures, a pin mounted for axial movement perpendicularly to said guide tube in alignment with the apertures, a toothed rack attached to and disposed in alignment with the pin, a support in which the toothed rack is slidably mounted, a spindle journalled in the support, a pinion carried upon the spindle to mesh with the rack, and manually operable means for rotating the spindle so as to move the rack member and advance the pin through the aligning apertures to bridge a link of the chain within the tubular chain guide.

9. A derrick construction for loading and unloading ships according to claim 7, and wherein the toothed rack member is parallelly disposed to the Din, a slide forming the guide for the pin, and a transverse member attached to one end of said rack member and one end of the pin.

10. A derrick construction for loading and unloading ships according to claim 7, wherein the tubular chain guide comprises a bell mouthed tube mounted upon the deck of the ship, and a chain housing below said chain guide.

11. A derrick construction for loading and unloading ships cargo and according to claim 1, wherein the power actuated distant or lazy guy comprises a cable anchored at one end to the outer end of one of the booms and extending through a bight span to an anchorage point adjacent the outer end of the other boom, a down haul cable connected to the bight span of the cable, and a winch attached to the other end of the down haul cable.

12. A derrick construction for loading and unloading ships cargo and according to claim 1, wherein the power actuated distant or lazy guy comprises a cable anchored to the outer end of one of the booms, a pulley upon the outer end of the other boom, an inner or lower equalizing pulley, said cable extending to and passing about said pulley and equalizing pulley to return to an l0 anchorage point on the boom adjacent to the first mentioned pulley, a down haul cable attached to the equalizing pulley, and a winch attached to the end of the other end of the down haul cable.

13. A derrick construction for loading and unloading ships cargo and according to claim l and wherein the power actuated slewing gear comprises a winch, a guy wire having one end attached to the winch, a ring upon the mast through which a cable is passed and extended in a substantially V-shaped extensible span to connect the top of a boom, and a cable connected to said span and to an anchorage upon the deck of the ship.

14. A derrick construction for loading and unloading ships cargo and according to claim 2, and wherein the preliminary lifting gear comprises a winch, a hoisting cable leading oi'the winch, a pulley upon the mast to which the hoisting cable is guided, a pulley upon the boom to which the cable extends to extend downwardly in parallelism with the cargo hoisting cable associated with said boom.

15. A derrick construction for loading and unloading ships cargo and according to claim 2 wherein the preliminary lifting gear comprises a winch, a hoisting cable leading off the winch, a pulley upon the mast to which the hoisting cable is guided, a pulley upon the boom to which the cable extends to extend downwardly in parallelism with the cargo hoisting cable associated with said boom, and a messenger cable connectable to the hoisting cable.

r16. A derrick construction for loading and unloading ships cargo, comprising a mast, a pair of coactive booms associated with the mast, cargo hoisting gear included with each boom, power actuated topping gear operatively connecting each boom to adjust the working inclination of said boom, a depending chain connecting the topping gear, a tubular chain guide throughv which the chain is passed, said guide having aligning apertures, a pin mounted for axial movement perpendicularly to said guide tube in alignment with the apertures, and manually operable means for moving said pin to project through the apertures to bridge a link in said chain within the tubular chain guide.

17. In a derrick construction for loading and unloading ships and according to claim 4, a winch included with the cargo hoisting gear, a winding drum on said winch connected to the down haul cable, and clutch mechanism controlling the operation of the separate winding drum.

ALEXANDER SLATER.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 138,215 Walsh Apr. 22, 1873 528,734 McPherson Nov. 6, 1894 655,707 Haynes Aug. 14, 1900 1,094,005 Miner Apr. 21,1914 1,287,057 Lutz Dec. 10, 1918 1,706,441 Daughs Mar. 26, 1929 2,222,066 Brown Nov. 19, 1940 2,354,182 Christoffersen July 25, 1944

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