CERTAIN IMPROVEMENTS IN SHIPS' WINDLASSES, CAPSTANS, BUMPKINS, GINS, AND CRANES
Year: 1857

page_text: LETTERS PATENT to Samuel Dyer, of the City of Bristol, Shipowner, for
the Invention of "CERTAIN IMPROVEMENTS IN SHIPS' WINDLASSES, CAPSTANS,
BUMPKINS, GINS, AND CRANES."
Sealed the 14th August 1857, and dated the 18th February 1857.
PROVISIONAL SPECIFICATION left by the said Samuel Dyer at the
Office of the Commissioners of Patents, with his Petition, on the 18th
February 1857.
I, SAMUEL DYER, of the City of Bristol, Shipowner, do hereby declare tho
nature of the said Invention for "CERTAIN IMPROVEMENTS IN SHIPS' WINDLASSES,
CAPSTANS, BUMPKINS, GINS, AND CRANES," to be as follows:-
These improvements are as followeth :-Lifting the palls by means of a
crank and frame, which enables the weight of the anchor when being thrown
out or let go to cause the windlass to rotate in an inverse direction. Having
a "rest" in the centre of the body of the windlass which nearly doubles its
strength. Having two sets of palls; which enables one to divide the windlass
in two parts at the centre bearing, and to work one body independently of the
other,
or both together, merely by dropping in a joining block of iron, which
put
in or taken out by hand. Having a studded boss for the body of the
5 windlass, which enables one to use only the "bight" of the chain; thus doing"
away with all need or range of cable, all round turns of cable on the body..of
the windlass, all need of keeping chain on deck, thus saving the deck:from
is

page_text: much abuse. Dispensing with all need of using fig tackles and falls for
holding back the chain, a work' sometimes requiring five or six hands to hold
on, with much danger to men's hands from the surging of the cable in a sca-
way, causing the chain to hold its own at every link, thus causing a great
save of labour and material, such as blocks and ropes; lowering the anchor
by means of drags, and allowing the windlass to roll backwards. When the
middle key or joining chock is removed to cause the one half of the windlass
to rotate forwards while the other half rotates aftwards, thus enabling one
to heave in on one cable and pay out on the other at the same time, very
serviceable when moving ship in tidal harbours. Leading the chain by its
own weight into the chain locker over a studded boss sheeve, having a pall,
which enables it to aid the windlass in holding at every link. By bevilling
the studded boss I am enabled to use the same studded body on the windlass
for small or large chain. Doing away with all need of riding chocks; thus
the windlass is always clear for use either to heave in or pay out the cable.
As regards capstans, I apply tho studded boss body instead of a dovetail
body, as in the old-fashioned capstans; and at the head, instead of holes for
capstan bars, I have a cog or toothed wheel, which is brought into contact
with the propeller machinery when not used for propulsion, the cogs of which
act at the head of the capstan and cause it to turn round on its centre.
The same boss and stopper pall is used to hold the chain to the locker from
the capstan as that used to lead it below from the windlass.
These improvements may be taken altogether, or only some of them may be
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed 2
by the said Samuel Dyer in the Great Scal Patent Office on tho
18th August 1857.
⚫ TO ALL TO WHOM THESE PRESENTS SHALL COME, I, SAMUEL
DYER, of the City of Bristol, Shipowner, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters 3
Patent, bearing date the Eighteenth day of February, One thousand eight
hundred and fifty-seven, in the twentieth year of Her reign, did, for Herself,
Her heirs and successors, give and grant unto me, the said Samuel Dyer,
Her special license that I, the said Samuel Dyer, my executors, administrators,
and assigns, or such others as I, the said Samuel Dyer, my executors, 3
administrators, and assigns, should at any timic agree with, and no others,

page_text: from time to time and at all times thereafter during the term therein
expressed, should and lawfully might make, use, exercise, and vend, within the
United Kingdom of Great Britain and Ireland, the Channel Islands, and Isle
of Man, an Invention for "CERTAIN IMPROVEMENTS IN SHIPS' WINDLASSES,
CAPSTANS, BUMPKINS, GINS, AND CRANES," upon the condition (amongst others)
that I, the said Samuel Dyer, my executors or administrators, by an instru-
ment in writing under my, or their, or one of their hands and seals, should
particularly describe and ascertain the nature of the said Invention, and in
what manner the same was to be performed, and cause the sanic to be filed
in the Great Seal Patent Office within six calendar months next and imme-
diately after the date of the said Letters Patent.
NOW KNOW YE, that I, the said Samuel Dyer, do hereby declare the
nature of my said Invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following.
statement:-
The nature of the said Invention consists in certain improvements in wind-
lassos, capstans, bumpkins, gins, and cranes, hereafter set forth and described
by reference to the accompanying Drawings.
DESCRIPTION OF THE DRAWINGS.
The Drawing No. 1 illustrates the several improvements in respect of
ships windlasses, the Figure 1 being a side elevation of a windlass furnished.
with the improved appliances, and represented as complete, excepting only the
chain, which is more clearly shewn in another Figure; Fig. 2 is a plan view,
likewise complete, excepting only the chain; Figs. 3, 4, 5, 6, and 7 are
sections, taken at the positions marked Z, Y, X, W, and V, respectively, in the
Figure 2, and representing certain parts, herein-after described.
same;
In certain of the above Figures, a, a, are stanchions in the ship's bulwarks;
b, b, the ordinary "bits" of the windlass; 6*, 6*, ordinary fashion pieces to the
6,6, ordinary knees to the same; d is the "pall bit" post, which carries
the windlass palls, and also the cranked levers for lifting or disengaging them,
and also forms a support or bearing for the axis of the windlass intermediate
between the bits b, b. In Figures 2 and 5, e, e, are the windlass palls, of
which I employ two sets instead of only one set, and these work into or against
two corresponding ratchet or pall wheels f, f, upon the axis of the windlass;
5. by which construction I am enabled to divide it into two parts at the inter-
mediate bearing, and consequently to work one part independly of the other
in the same or. in different directions; or both of them may be worked together
by a proper chock of iron made to fit in the iron barrel of or axis of the

page_text: -windlass; this chock when in its place for uniting both bodies of the windlass
is dropped into beds fitted in the ends of the axis, crossing the division, and
thus uniting both as one axis, and are pinned together, and when this uniting
chock is removed two semi-chocks are placed one in each space in the axis, so
as to form a perfect circle, and the two axes aro independently round and free
to act of themselves. g, g, are the cranked levers before referred to; and h, h,
frames or rods depending from the same, for lifting or raising the palls when
it is required to let go the anchor, or at any time when it may be necessary to
give the ship more cable, the effect of raising them being to allow the wind-
lass to rotate in the reverse direction to that in which it is ordinarily worked;
and this result is effected by simply pulling down or depressing the ends g*,9*,
of the cranked levers. i, i, are bearings, fixed on the top of the pall bits, and
upon which the said levers work. In Figures 2 and 4, k, k, are two cast-iron
studded bosses or chain wheels, one upon each part of the windlass, around
which the chains lic, and their bight. is sufficient to take a firm hold without
the necessity of passing them a turn or two round the barrel; as in an ordinary
windlass. But in order to ensure this bight the more certainly, tho chain on'
either side or part of the windlass, after entering through a hawse pipe or.
hole (see Fig. 4), and passing over the studded boss or wheel k, is led back
again under the same, and over a studded boss sheeve or chain pulley m,
directly into the chain locker beneath the deck, which is thereby relieved or
rendered free from the quantity of chain lying about upon it, as is so frequently
the case with ordinary windlasses. m* is a ratchet wheel upon the pulley m
(see Fig. 2, and likewise the detached Fig. 8); and m², a pall engaging with
same, for proventing the return of the chain except when thrown out of gear.
This is intended as an additional security, although it is anticipated that the
merc weight of the chain descending into the locker will be sufficient to keep
it firmly against the wheel k and ensure the necessary bight. But as a still
further security, and to avoid or lessen the risk of accident, the bearing or
framing n, which carries the pulley m, forms also a bed or passage way for the
chain between the hawse hole and the wheel k, and is furnished with a pall or
chain stopper o (see also detached Fig. 9), which allows it to pass in one
direction only, except when thrown back or out of gear with the links of the
chain. It is to be noted that the studded bosses or chain wells and chain
pulleys and m are constructed with a bevilled or generally V-shaped
groove around them, whereby I am enabled to use them for various sizes
or dimensions of chain. It is also to be understood that the several parts
lastly above mentioned aro furnished in duplicate, ono set to each half or
part of the windlass, although the position of the framing n, without the

page_text: pulley, m, &c., is indicated by the dotted lines in the Fig. 2. In the Figs. 1,
2, and 3, p, p, are friction or drag wheels, and 9. 9, corresponding straps
or drags, one to each half or part of the windlass, and similar in construc-
tion to those ordinarily in use upon cranes, by which means I am enabled
to stop the rotation, and thereby to afford the opportunity of throwing the
palls out of gear without danger to the men's hands, besides the obvious
advantage of having the lowering of the anchor more completely under control.
9, 9, (see Fig. 3) represents a removable lever for working the strap, the
part 9 being intended to pull downwards by the hand, and the part q³ to
press upon with the foot. In the Fig. 2, 8, 8, are wooden blocks, one on each
half or part of the windlass, for the purpose of spacing out and arranging the
various parts into their intended proper position upon the axis. A section of
one of these blocks is represented at the Fig. 7. t is a wooden pulley or
portion of the barrel of the windlass likewise to be used for ropes or otherwise,
as required, a section of which is represented at the Figure 6. One half or
part is represented as so furnished, but the arrangement may be in duplicate,
or, if preferred, a block s may be supplied to only one half or part of the
windlass, or the blocks and pulley t may be entirely dispensed with. u is a
shaft extending across the windlass, and furnished with cranks u*, u*, one on
either side; v, v, are pinions sliding on the shaft u; and v*, v*, lovers for
sliding them, so as to bring them either into or out of gear with thes spur wheels
w, w, respectively, one to each half or part of the windlass. These wheels aro
represented as made or cast each in one piece with one of the friction wheels p,
but they may be separate from them if preferred. It is evident the arrange-
ment above described will afford the means of working either on both halves
or part of the windlass from either or both of the cranks u* ; but I would
remark that the shaft u may be made in two lengths, if preferred, instead of
in one length, as represented, and a clutch may be furnished to connect or
disconnect them, as may be desired.
In the Drawing No. 2, Fig. 1 is an elevation of my improved capstan, fitted
with studded bosses or chain wheels on the body, and constructed with gearing
for driving the same, represented as arranged for a slow motion, as hereafter
explained; Fig. 2 is a plan view, in which it will be particularly noted that
the bevel wheel fitted to the head of the body of the capstan has two sets of
cogs or teeth, namely, an outer set for obtaining a slow and heavy motion, and
an inner set for obtaining a quick and light motion; Fig. 3 is an elevation,
representing the driving shaft and bevil pinion upon the same, raised or lifted
out of gear, with the outer set of teeth or slow motion of the bevil wheel above
mentioned (as shewn in the Figure 1) preparatory to the shaft and pinion being

page_text: slided and again lowered for the purpose of the pinion gearing with the inner
set of teeth or quick motion of the bevil wheel above mentioned, as shewn in
the Figure 4, which is a part elevation, corresponding with the said disposition
of the several parts, but omitting the lifting rack, &c., to avoid unnecessary
repetition. Fig. 5 is a back elevation of the sampson post, hereafter more
'particularly referred to, and shewing the apparatus for clipping or holding tho
driving shaft from sliding when in position for either the slow or the quick
motion above mentioned.
In all or some of these Figures, A is the body of the capstan; A*, the studded
bosses or chain wheels on the same; B, the bevil wheel fixed upon its head;
and C, the pillar upon which it rotates, fixed in the ordinary manner into the
deck and hold beams of the vessel; D is what I term a "sampson post" or
pillar, likewise similarly fixed, represented as constructed of wood, but iron
may be substituted if preferred; E and F are bearings on the pillar C and
sampson post D respectively, their lower ends being constructed with sliding
rods or pins, so that they may be raised or lowered in the said pillar and post,
as required; G is the driving shaft; and H, the bevil pinion on same, for
gearing with either the outer set or the inner set of cogs or teeth upon the bevil
wheel B; I is the clip, which when closed prevents the shaft G from sliding,
and when open allows it to slide; K and L are a lifting rack and pinion for
raising and lowering the driving shaft and bevil pinion; M is a key for holding
the bearing F firmly down on to the sampson past when lowered, with tho
bevil pinion disposed for either motion. The bearing E also requires fixing
with a pin or key to the pillar C of the capstan when it is desired to use it.
It is to be noted, that when in the elevated position, and with the bearing E
lifted completely out of its seat, the driving shaft and bevil pinion and the
bearing E also may be swung round upon the sampson post as a center (as
indicated by the dotted lines in the Fig. 2), for the purpose of placing the
bight of a chain or rope over the head of the capstan. I may, however,
remark, that the pin or rod upon the lower end of the bearing E may with
advantage be made somewhat longer than is represented, so as to obtain a
firmer bed in the pillar C, but in such case the shaft and bevil pinion
will require to be lifted higher when it is desired to swing them round, and
the lifting gear to be arranged accordingly. K* is a horse-shoe or semi-
circular rest for the driving shaft to lie upon whilst swinging it round.
It is to be distinctly understood that each studded boss or chain wheel of
this capstan, though not so represented in the Drawings, is to be furnished
with a chain stopper, and with a studded boss sheeve or chain pulley (as a fair
leader into the chain locker), of the same description and in the same manner

page_text: as is above explained with respect to the windlass represented in the Drawing
No. 1. And it is also to be understood that instead of hand power for driving
the capstan, as indicated by the winch handles shewn in the Drawing (No. 2),
that engine power may be substituted when the same is available, for instance,
my patent propelling mechanism (described in the Specification of my Letters
Patent, dated Twentieth of March, One thousand eight hundred and fifty-
seven, No. 2724), might be sometimes adopted.
upon
The Fig. 6 (Drawing No. 2) is an elevation, shewing a modification of the
capstan above described, by inserting the works or driving gear and placing
them the lower deck. The same letters of reference are employed to
indicate corresponding parts; but it will be noted that the wheel B is disposed
below instead of above and on the capstan itself, that the pillar C is also
extended downwards, and rests in a post or bearing Q, and that the sampson
post is dispensed with, but is replaced by two standards or bearings D*,
forming bearings for the shafts of the pinions H, H, of which I employ
two in number, and arrange them so as to work independently of each other.
These pinions slide upon their shafts respectively, so as to gear with either
the outer or the inner set of teeth of the wheel B, the former position being
represented by full lines, and the latter position by dotted lines in the Figure.
To allow of the sliding motion, the outer set of teeth are arranged so as to
constituto a "crown
wheel, and the pinion is formed to correspond. This
Figure also illustrates a further improvement intended to prevent a cable from
surging on the barrel or body of a capstan; and for this purpose an additional
and smaller barrel drum or pulley R is employed, which is mounted indepen-
dently from the other upon a separate shaft S, the drum or pulley being
somewhat hollowed in the sides, or narrower in diameter at the middle than at
the top and bottom, and having three grooves in it for the rope to lie in, similar
to the hollow in the edge of a sheeve. If the cable is passed round both the
capstan and the drum or pulley in the manner represented, the surging upon
the capstan will be either entirely prevented or very considerably lessened.
"
The Figs. 7 and 8 represent a combination of certain of the foregoing im-
provements, being a windlass with two independent bodies, as above set forth
and described, each half or portion being driven from a capstan motion, and
the gearing connecting them being similar to that employed in the capstan repre-
sented at the Fig. 6. The Fig. 7 is a front elevation, and the Fig. 8 a trans-
verse section across same, shewing a sido view of the gearing. This windlass
may be and is represented as furnished with the several or some of the fore-
going improvements, the various parts being marked with letters of reference
corresponding with similar parts in the Figs. above described.

page_text: With reference to bumpkins, gins, and cranes, the several improvement
above set forth and described may be all, or one or more of them, adapted t
tho said machines or apparatus, so far as they are or may be respectivel
applicable thereto.
of
Having now described (by the assistanco of the illustrative Drawings) bot]
the nature of my said Invention, and also the manner in which it is to be and
may be performed, I wish it to be distinctly understood that I do not claim a
my Invention the use broadly and generally of studded bosses or chain
wheels (which have been already in use and are well known) excepting the
are either bevilled, for adapting them to chains of different sizes, or are used
in combination with fair leader studded boss sheaves or pulloys for guiding
the chains into the lockers either from windlasses, capstans, bumpkins, gins
or cranes; neither do I claim the construction of friction break or drag
wheels (with their accompanying straps or drags upon cranes,) nor do I claim
having first applied them to windlasses and capstans; but I do claim as my
Invention,-
Firstly, with reference to windlasses, tho lifting the palls by means of a
crank and frame, which enables the weight of the anchor when being thrown
out (or let go) to cause the windlass to rotate in an inverse direction.
Also having a rest in the middle of the body of the windlass, which nearly
doubles its strength. Also having two sets of palls, which enables mo to
divide the windlass into two parts at the centre bearing, and to work one
body independently of the other, or both together, merely by dropping in
a joining block of iron, which is put in or taken out by hand. Also con-
structing the studded bosses or chain wheels of windlasses with a bevilled
or generally V-shaped groove for adapting them to chains of different sizes.
Also the use and application of studded bosses or chain wheels upon the body
of the windlass in combination with fair leader studded boss sheeves or
pulleys for guiding the chains into the lockers, which enables me to use only
the bight of the chains, thus doing away with all need of range of cable, all
round turns of cable on the body of the windlass, all need of keeping chain
on deck, and thus saving the deck from much abuse. Also constructing
windlasses with friction break or drag, which with accompanying straps and
drags, for the purpose of lowering the anchor, by allowing the windlass to roll
backwards. Also leading the chain by its own weight into the chain locker
over a studded boss sheeve or pulley, having a pall, which enables it to aid the
windlass in holding at every link irrespectively of the combination above
mentioned, that is to say, when no studded boss or chain wheel is employed
on the body or barrel of the windlass.

page_text: Secondly, with reference to capstans, I claim as of my Invention the driving
them by gearing either by hand or other power. Also the constructing such
gearing so as to be capable of being changed at pleasure from a slow and
heavy motion to a quick and light motion, and vice versa. Also constructing
the studded bosses or chain wheels of capstans with a bevilled or generally
V-shaped groove for the purpose above mentioned. Also the use and applica-
tion of studded bosses or chain wheels upon the body of the capstan in
combination with fair leader studded boss sheeves or pulleys, for the purposo
above mentioned.
Thirdly, with reference to windlasses and capstans, I claim as of my Inven-
tion the working or driving windlasses by means of capstans in manner herein-
before set forth.
Fourthly, with reference to bumpkins, gins, and cranes, I claim as of my
Invention as regards these machines or apparatus the several improvements
above set forth and described with reference to windlasses and capstans,
excepting as herein-before already disclaimed.
Fifthly, generally and lastly, I claim as of my Invention any contribution or
combinations of the foregoing improvements.
In witness whereof, I, the said Samuel Dyer, have hereunto set my
hand and seal, this Fifteenth day of August, in the year of our Lord
One thousand eight hundred and fifty-seven.
SAMUEL DYER. (..)