CERTAIN IMPROVEMENTS IN DOCKS, SLIPS, AND APPARATUS CONNECTED THEREWITH
Year: 1850

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JAMES
SCOTT, of Falkirk, in the County of Stirling, North Britain, Shipwright, send.
greeting.
WHEREAS Her present most Excellent Majesty Queen Victoria, by Her
Royal Letters Patent, under the Great Seal of the United Kingdom of Great
Britain and Ireland, bearing date at Westminster, the Ninth day of November,
in the Fourteenth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said James Scott, Her especial licence, full, power,
sole privilege and authority, that I, the said James Scott, my exors, admors,
and assigns, and such others as I, the said James Scott, my exors, admors,
or assigns, should at any time agree with, and no others, from time to time
and at all times during the term of years therein expressed, should and
lawfully. might make, use; exercise, and vend, within England, Wales, and
the Town of Berwick-upon-Tweed, and in the Islands of Jersey, Guernsey,
Alderney, Sark, and Man, and in all Her Majesty's Colonies and Plantations
abroad, my Invention of "CERTAIN IMPROVEMENTS IN DOCKS, SLIPS, AND APPARATUS
CONNECTED THEREWITH;" in which said Letters Patent is contained a proviso
requiring that I, the said James Scott, by an instrument in writing under my.
hand and seal, shall particularly describe and ascertain the nature of my said
Invention, and in what manner the same is to be performed, and shall cause.
the same to be inrolled in Her said Majesty's High Court of Chancery, within
six calendar months next and immediately after the date of the said in part
recited Letters Patent.
NOW KNOW YE, that in compliance with the said proviso, I, the said
James Scott, do hereby declare the nature of my Invention, and in what

page_text: manner the same is to be performed, to be particularly described and ascer-
tained in and by this present Instrument in writing as follows, reference
being had to the Drawings hereunto attached, and to the letters and figures
marked thereon, that is to say :-
My said Invention relates,―
First, to certain novel arrangements of mechanism, apparatus, or means to
be used as an economical substitute for ordinary docks and slips or other
contrivances usually employed for receiving and elevating vessels.
Second, to a peculiar construction and arrangement of keel blocks for
receiving and supporting ships when elevated from the water..
Third, to certain improved arrangements or modifications of the supporting
arms ordinarily used on the carriages of slips for the elevation and lowering of
vessels.
Fourth, to an improvement in the pans or kettles used by shipwrights and
others, for boiling pitch, such improvement having for its object the obtainment
of an economical and expeditious heating action, and the avoidance of the
risk of combustion of the materials under treatment.
'
And in order that my said Invention may be readily understood, I shall
now proceed to describe the several Figures on the Sheets of Drawings here=
unto attached.
Figure 1 on Sheet 1 of my Drawings is a vertical longitudinal section of
my proposed substitute for the ordinary dry dock with the ship-lifting apparatus
attached, shewing two transverse sections of a vessel at different levels in the
dock, and a stern section of another as run off from the dock platform on to
dry elevated ground.
Figure 2 is a transverse vertical section through the dock with stern and
bow views of longitudinal sections of a vessel in it, with a front or bow view of
another in the act of being run broadside off landward. In this arrangement
of dock or substitute therefor, the whole of the works may in many situations
be fully carried out without involving any excavation whatever. In the
example which I have given A is the open river or harbour, and B, B, B, the
side and end walls or banks of the excavated area C cut into the land, of a
sufficient length to receive the largest ship to be raised in it. The stern
section D of the vessel is represented at the level of its flotation just pre-
paratory to its elevation, its keel resting on the row of common wood keel
blocks E, E. These keel blocks are placed in a continuous line upon the
platform F, supported by the transverse timber beams G trussed longitudinally.
Along each side of the dock or excavation are driven a row of piles H placed
in pairs near together, and, supported by inclined piles I... In the space

page_text: between each pair of piles is placed a long hydrostatic cylinder J having a
flange K cast on its upper end for resting upon the heads of the piles. The
cylinders thus hang down between each pair of piles, which latter bear their
whole weight and strain in working. These hydrostatic cylinders are con-
structed in every respect like the same parts as used in ordinary hydrostatic
packing presses, being fitted with rams or plungers L passed through stuffing
boxes in the upper ends of the cylinders. These rams are fitted or formed
with saddle heads M on their upper ends to fit into the bends N of the straps
or double connecting rods O, O. The bends of these rods thus rest on the
tops of the ram saddles, and the lower ends of the rods are bolted or otherwise
attached to their corresponding transverse beams G beneath. By this arrange-
ment the entire weight of the vessel is thus communicated from the platform
and keel blocks to the rams L, and thence to the piles which carry the whole
apparatus. At the landward end of the dock, or in any other convenient
position, a timber stage P is erected to carry the actuating water pump.Q
for giving motion to the hydrostatic rams. The cylinder or barrel of this
pump is placed horizontally upon a bracket or pedestal R on the platform S
of the timber stage. "The pump piston is worked by the rod T guided in the
bracket guide U from a crank or eccentric on the shaft of the fly wheel V,
which may be driven either by a winch handle or by steam or other convenient
motive power. From the bottom of the pump barrel Qa pipe W of small
bore passes alongside each row of hydrostatic cylinders carrying the vessel's
platform, and a communication is thus formed between each cylinder and the
pump by branch pipes' opening out from the pipes W into each cylinder.
When a vessel is to be elevated in this dock or excavation; she is floated into
it from the river or harbour until she comes over the keel blocks or directly
over the platform F to the position représented by the stern section D. The
pump being then put in motion, water is forced by it through the pipes W,
and from them into each of the hydrostatic cylinders J. As each cylinder
acts, like an ordinary press, it is obvious that the simultaneous rise of the
double row of rams will carry up the platform, and with it elevate the vessel
directly upwards by a perpendicular lift, when her hull may be examined;
If extensive
and, if necessary, any slight repair may then be executed.
repairs are required, the ship is then lifted up high enough for being transferred
to the shore. The bow section of the vessel X is represented as having
reached the summit of its vertical rise; the hydrostatic rams having been
forced upwards correspondingly by the pumping action. The ship is thus
supposed to have risen to the level of the pier or river bank Y, to which it
is to be run off as into a building yard for repair: I have described the ship

page_text: as resting only on its keel on the line of supporting blocks carried on the
platform, but it is in addition held up at the bilges by a row of shores
Z, Z, on each side. These shores are peculiarly arranged and con-
structedso as to give their support to the ship partly in themselves. and
partly through their adjusting chains a." "The shores or supports are
attached at intervals by hinge bolts at their lower ends to the timbers of
the. platform F: The adjusting chains a are fastened to the centre of the
platform under the vessel's keel, and are linked at the other to a hook on
the end of a short screw' spindle carried in the head of the shore, and
worked by a winch b. When the platform is empty, the rows of shores are
turned back upon their hinges to a vertical or inclined position at or near.
the lines of piles H so as to leave the platform free. When a ship is to be
placed on the platform, the shores are inclined forward so as to bring their
ends against the bilges of the ship, as represented in Figure 2. of Sheet 1 of my
Drawings. The chains a are then attached to their screw spindles, and are
tightened up by the winch handles b until a firm support is given to the
bilges by the combined action of the ends of the shores and the chains
embracing a portion of the bilges. When the ship is to be run off the
platform on to dry land, she is shored up by blocks and wedges placed in the
usual manner beneath her bottom; as delineated, for example, at'c, c, in the
bow view of the ship passing broadside from the dock in Figure 2. These
supports ease off the weight from the line of keel blocks in readiness for the
transfer of the weight from the platform to the traversing carriage d, repre-
sented in Figure 1 as having just received a ship. This traversing carriage
consists of three or more lines of beams supported on traversing wheels
running on corresponding rails laid down on the pier or shore, a similar set of
rails being also laid down on the platform F to correspond. The carriage
being traversed forward upon the platform rails so as to come beneath the
ship's bottom, and the keel blocks and bilge supports lowered or removed.
the ship is allowed to come down upon a set of keel blocks on the carriage;
being also supported laterally by shores c, e. These shores are supported on
the carriage, and fitted with adjustable supporting chains, as herein-before
described in reference to the same details of the platform F of the dock:
The ship is now in a position to be traversed off the platform, and this move-
ment is effected by a hydrostatic pressure apparatus attached to the' carriage;
The arrangement of this apparatus is shewn in detail. in Figure 3. By the
side of one or more of the continuous lines of rails fixed on the platform an
on the ground is formed a serrated rack or a series of fixed studs to suit eithe
the backward or forward movement of the carriage; and to the corresponding

page_text: beam or beams of the carriage d is hinged a hydrostatic cylinder g, the ram h
of which carries on its outer end a catch or detent i arranged to fit to the
'serrations of the rack or to the studs f, whichever may be used. The detail
Figure 3 represents this apparatus in action. Water being pumped into the
cylinder the ram is forced outwards so as to press its detent against the rack
teeth or against the studs f, as delineated in my Drawings, and the reaction of
'this pressure upon the carriage causes the latter to traverse in the direction
of the arrow.
The traverse is thus effected in a series of movements, the
ram being drawn back after each extension by means of a suitable counter-
weight hung to a chain attached to the ram and passing round a pulley on the
carriage. By employing a second cylinder and ram, as shewn in the red
lines, a continuous progressive movement is obtained, and the use of a counter-
weight obviated. The chain is secured to each ram, so that as one is making
'a stroke the other is being drawn up in readiness for the next traverse.
When the ship has received the necessary repairs, she is returned to the
platform by reversing the ram on the studs or rack teeth and allowed to descend
to the water by a discharge of the water from the elevating cylinders. In
addition to this longitudinal traverse of ships, it is obvious that they may be
removed broadside or laterally by a precisely similar process. The bow
elevation in Figure 2 shews a ship so removed being held up on the travers-
ing carriage by blocks and wedges d' instead of by shores at the bilges;
Figures 4, 5, 6, and 7 on Sheet 2 of my. Drawings represent another 'modifi-
cation of the elevating platform of the dock. Figure. 4 is a side elevation
of a portion of the platform, piles, and supporting rods; Figure 5 is a plan
corresponding; Figure 6 is a transverse section of the pier shewing the piles
with the platform and shores as having a ship upon them; and Figure 7 is a
similar section with the ship and shores removed. In this arrangement the pairs
of piles k are set transversely in reference to the length of the platform, and
the hydrostatic cylinders l'are placed between them, their connecting rods m
being attached to the longitudinal beams n instead of to each transverse beam,
as in the plan which I have previously described. In this way the transverse
beams act as guides by sliding upon the pairs of piles; and as the cylinders
are independent of these beams, they may be placed at wider intervals, as
delineated in the several details. In the elevation Figure 1 I have repre-
sented the ship as supported on the ordinary timber, keel blocks E, E, but in
Figures 2 and 6 I have shewn the adaptation of my improved hydrostatio
keel blocks, as at o, o, in these Figures.
In order to give a clear explanation of these blocks, I shall now refer to the
several Figures 8; 9, 10, and 11 on Sheet 2 of my Drawings. Figure 8 is an

page_text: elevation of a single block with a corresponding plan of the cylinder with the
ram removed; Figure 9 is a vertical sectional elevation of one of the cylinders
with the ram in elevation, and a corresponding plan of the complete block with
the ram in its place; Figure 10 is a vertical section of a cylinder of longer
stroke as-sunk in the floor of the dock, shewing also the ram in elevation; and
Figure 11 is a longitudinal elevation of the "hog-backed" keel of a ship as
:supported on a line of my hydrostatic keel blocks. Each block, is-formed like
an ordinary hydrostatic press; of short stroke, the cylinders p having broad
-flanged bases for supporting them upon the platform or. floor of the dock or
lifting apparatus. Water is supplied to, the cylinders, from the pump q, a
pipe from which passes along the, line, of blocks, a.stopcocks and short
branch being fitted at each cylinder to afford the means of making and cutting
off the water communication. It is obvious that when water is pumped into
these cylinders all the rams & will rise to one uniform height, and when the
water is shut in by closing the main supply stopcock, the platforms or upper
flanges on the tops of the rams will form a firm support for the keel of a
ship grounded on theni. When a ship with a keel hollowed or "hog backed,"
as in Figure 11, is thus brought over the line of blocks and touches any one
of them, as atv, the pressure. thus communicated; to, the ram of this cylinder
will force, the water from it. to such of the others; as are yet unacted on,, or to
those the rams of which. are too, low to receive, the ship's weight. As an
example, the convexity of the. keel. at. w. would prevent its resting upon, the
ram at that point, but the initial pressure upon, the ram v and such others as
, which might also be, acted upon, would cause; a flow of water into the
cylinders yet untouched until their rams rose and took their share of the weight.
By grounding in this. manner the vessel cannot be strained however uneven
its keel may be, the keel line being left precisely, as it is whilst afloat. Any
one or more of the blocks are removeable at pleasure, and this facility of
adjustment renders their use very advantageous for repairing a ship's copper
or giving her a false keel. When adopted for my ship-lifting apparatus, as
described, in reference to Figures, 1 and 2 of Sheet 1 of my Drawings, instead
of the timber blocks.E, they afford very great facilities for the reception and
removal, of the ship from the platform; as by pumping up the rams or letting
off a portion of the water from: the cylinders, the inconveniences of the
.ordinary plan, of wedging. up, and letting down by, blocks and, wedges are
totally removed. The view of the keel with its line of blocks,, Figure. 11,
explains the process of lifting a ship direct; by these blocks. When the, rams
have been elevated; a short distance, the whole of the cylinders are to be cut
off from their communication.with. the. main pipe, by. their, "stopcocks.s,. with

page_text: the exception of one or more at intervals along the line. The stopcocks of
these being left open, the water from them may be discharged by a stopcock
at the end of the main pipe r or returned to the cistern whence the pump is
supplied. This allows the rams of such cylinders to fall, when blocks may be
inserted between their tops and the bottom of the ship's keel, when the
pumping action may go on as before to elevate the whole series of rams.
a repetition of this process and the gradual insertion of elevating blocks,
a very considerable rise may be given to the vessel with rams of short
stroke.
By
The next branch of my improvements has reference to a modification of
the ordinary timber arm as fitted to the traversing apparatus of slips for sup-
porting ships laterally during removal.
Figure 12 is a side elevation of a timber arm as fitted to the centre and
side timbers of the traversing carriage, two timbers only being represented.
The arm y is hinged at to the centre timber, 1 being the eye for the corre
sponding arm for the opposite side. The opposite end of the arm carrying
the adjustable supporting wedge 2, instead of being firmly bolted or fastened
to the side timber of the carriage, is simply held by the swivel bolt 3. By
the adoption of this plan, instead of removing and again fixing up the arms
when the carriage is to be shifted beneath the ship, the bolt. at 2 being
removed, the arm is simply turned round upon the centre of the joint bolt 3.
In this way the arm may be laid longitudinally upon the carriage side timber
to allow the carriage to be removed or replaced beneath the ship, after which
the arm may again be turned upon its centre 3,, and attached in its transverse
position for the support of the ship. Thus the arms are. never disconnected
from the carriage, and the labour at present involved in their, unshipment and
removal is not required.
Figure 13 exhibits my arrangement of wooden or iron arm as fitted with
my improved adjustable apparatus for setting the arm.. The arm is in this
arrangement formed of two lengths 4, 5, each being made out of two parallel
beams, or bars connected by transverse end pieces. The horizontal length. 4
turns on a swivel joint 6 on the outside side timber of the carriage, and is
adjustable at 7 by bolts or other connections to the centre of carriage when
placed for carrying a vessel. The other length 5 is jointed. at 8. to the
horizontal length; 4, and is adjustable to the required. angle by the.chain 9. A
roller 10 acts as the adjusting medium for the angle. or height of the arm 5,
being, arranged to traverse towards or from the line of. the angle of the floor
of the ship along the horizontal arm 4, and press. up or lower the arm. 5
correspondingly. The chain 9 is attached at the axis of the roller 10, thence

page_text: it is passed round the fixed guide pulley 11, and round the smaller diameter 12
of the roller. From this point it passes round the fixed guide pulley 13 in
the arm 5, and is then turned back and finally passes round the guide pulley 14
and up to the ship's deck or other point whence the chain or rope is to-be
worked. The adjustable supporting wedge carried on the arm to bear against
the ship is at 15, being connected by a chain passing beneath the ship's keel
to the opposite corresponding wedge.
Another modification of arm is delineated in Figure 14. This arrange-
ment is similar to that last described, excepting that instead of employing a
traversing roller to adjust the angle of the arm 16 a double traversing chock
or wedge block 17 is used. The two pieces of this chock are connected by a
binge joint 17', the spindle passing through which affords the means for
attaching the end of the chain 18. The opposite end of this chain is passed
upwards, as described in reference to Figure 13, round the guide pulley 19; and
to afford additional power, the two pulley blocks 20, 21, are adopted in place
of fixed guide pulleys. As this double chock is traversed in or out to adjust
the angle of the arm, the central joint 171 allows of a self-acting adjustment
of the supporting surfaces of the two pieces to any angle to which the arm
may be raised, whilst the paul or detent 22, taking into a serrated rack on the
horizontal arm, prevents the chock from being forced outwards by the weight
which it may be supporting.
The last head of my improvements refers to a modification of the ordinary
pan or pot ordinarily used by ship builders and others for heating or boiling
pitch or other substance used for coating or paying over vessels.
Figure 15 is a vertical section of my improved pot as fitted for use. It is
made double, leaving an annular space 23 between each pot, the two being
attached by flanges on their rims. Instead of heating this pot by an open
fire, as is usually practised, I connect a steam pipe 24 with the space 23
between the two pots, and thus heat the contents of the inner pot in a very
économical and expeditious manner, at the same time avoiding the risk of
combustion of the materials under treatment. The water arising from con-
densation of the steàm in the heating space 23 is let off when necessary by the
small bottom valvė 25.
Having now described and particularly ascertained the nature of my
Invention, and the manner in which the same is or may be used or carried
into effect, I may observe, in conclusion, that I do not confine or restrict
myself to the precise details or arrangements which I have had occasion to
describe or refer to, as many variations may be made therefrom without
deviating from the principles or main features of my Invention; but what I

page_text: consider to be novel and original, and therefore claim as the Invention secured
to me by the herein-before in part recited Letters Patent is,-
First, the system or mode of lifting vessels by the direct application of
hydrostatic power, as herein-before described.
Second, the application and use of vertical hydrostatic lifting cylinders for
the elevation of the vessels, as herein-before described.
Third, the system or mode of transferring vessels from the lifting platform or
apparatus broadside off, or in a lateral direction.
Fourth, the adaptation and use of shores or supports hinged to their
supporting surface, with or without connecting chains, as herein-before
described.
Fifth, the system or mode of moving or traversing ship carriages by
the use or agency of hydrostatic pressure cylinders acting against fixed rack
teeth or studs on the platform or ground, as herein-before described.
Sixth, the application and use of hydrostatic self-adjusting keel blocks for
receiving, supporting, or elevating vessels, as herein-before described.
Seventh, the system or mode of receiving or supporting vessels by means of
connected water pressure cylinders or vessels, as herein-before described.
Eighth, the system or mode of elevating or lowering ships on hydrostatic
pressure cylinders by the alternate forcing into and discharge of water from
such cylinders, as herein-before described.
Ninth, the system or mode of constructing or arranging the supporting
arms for the carriages of slips or ship-elevating apparatus, wherein one end of
such arms may be disconnected from the carriage, so as to admit of the arms
being turned to lay longitudinally along the side of the carriage, for the
purpose herein-before described.
Tenth, the application and use of the double chock for the adjustment of
the supporting arms of slips to suit the angle of the ship's floor.
Eleventh, the employment and use of double steam-heated pans or pots for
heating or boiling pitch or other materials for shipwrights' use.
In witness whereof, I, the said James Scott, have hereunto set my
band and seal, the Ninth day of May, in the year of our Lord One
thousand eight hundred and fifty-one.

page_text: AND BE IT REMEMBERED, that on the Ninth day of May, in the
year of our Lord 1851, the aforesaid James Scott came before our said Lady
the Queen in Her Chancery, and acknowledged the Specification aforesaid,
and all and every thing therein contained and specified, in form above written.
And also the Specification aforesaid was stamped according to the tenor of
the Statute made for that purpose.
Enrolled the Ninth day of May, in the year of our Lord One thousand
eight hundred and fifty-one.