CERTAIN IMPROVED MACHINERY FOR LOADING OR UNLOADING OF SHIPS, VESSELS, OR CRAFT
Year: 1826

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, I, WILLIAM
CHAPMAN, of the Town and County of Newcastle-upon-Tyne, Civil Engineer,
do send greeting
WHEREAS His most Excellent Majesty King George the Fourth, by His
Letters Patent under the Great Seal of Great Butain, bearing date the
Seventh day of February, in the seventh year of His reign, did give and
grant unto me, the said William Chapman, my exors, adññiors, and assigns,
His special licence, full power, sole privilege and authority, that I, the said
William Chapman, my exors, adñiors, and assigns, 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, my new
Invention of "CERTAIN IMPROVED MACHINERY FOR LOADING OR UNLOADING OF
SHIPS, VESSELS, OR CRAFT," in which Letters Patent there is contained a
proviso, that if I, the said William Chapman, should not particularly descube
and ascertain the nature of my said Invention, and in what manner the same
is to be performed, by an instrument in writing under my hand and seal, and
cause the same to be inrolled in His Majesty's High Court of Chancery
within two calendar months next and immediately after the date of the said
Letters Patent, then the said Letters Patent, and all liberties and advantages
whatsoever thereby granted, should utterly cease, determine, and become void,
anything thei cin-before contained to the contrary thereof in anywise notwith-
standing, as in and by the said Letters Patent, relation being thereunto had,
may more fully and at large appear.

page_text: NOW KNOW YE, that in compliance with the said proviso, I, the said
William Chapman, do hereby declare that I have fully and particularly
described and ascertained the nature of my said Invention, and in what
manner the same is to be performed in the Specification herein-after expressed
and contained, reference being had to the Drawings hereunto annexed, and to
the figures and letters or marks thereon written or made.
And I declare that my said Invention comprises two several descriptions of
improved machinery, whereof the first is particularly adapted to the loading,
and the second to the unloading of ships, vessels, or craft, and inasmuch as
each such description of improved machinery is founded upon a system of
machinery or mechanical method previously well known and commonly used,
I shall in each case, for better distinction, describe such system of machinery
or mechanical method, as well known and commonly used, before proceeding
to the description of my improvement or Invention founded thereon.
And I declare that my first description of improved machinery is an
improved construction of an apparatus, well known and extensively used on
both the riveis Tyne and Wear, and commonly known by the name of a drop.
This apparatus is shewn in Figure B. I. the side elevation, and B. II. the fiont
elevation. In this method the difference of weight between the loaden
descending waggon and that of the empty ascending waggon is the motive
power. The descending waggon accordingly draws up a counterbalance
weight "6," inferior to that of the loaden waggon, and superior to that of the
empty one "1," "1." In these two Figures, and also in B. III., IV., and V.,
are framed sheers of any suitablo length, capable, by turning upon gudgeons
at their foot, of varying their position from a declination of about fifteen
degrees without the vertical line (when in the position for receiving or parting
with the waggon) to such angle of depression as will suit to discharge the
loading into the hatchway of the ship or vessel. The loaden waggon is run
from a railway on a stage on to the suspended open frame or cradle "2,"
which is attached to the sheer heads, and contains two parallel rails as a
continuation of the before-mentioned railway, and to which the cradle is
clasped or attached when the waggon is either entering on or departing from
it. It is prevented from going too far by a chock at the outward end of the
cradle, and retained in its position by another chock turning on a pivot behind
the wheels. The clasp or fastening to the railway is then removed, and the
attendant slackening the brake over the brake wheel 3, the preponderancy
of the loaden waggon causes it to descend and move outwards. The cradle
preserves its perpendicularity in every position, being suspended on the cross
bar at the head of the sheers as an axis. The sheers, by means of a rope o

page_text: chain to such cross bar, are sustained in or suffered to move to any suitable
position by this chain or 1ope wound on a barrel "4," on the same axis with
the brake wheel "8," B. II. and B. IV (or having a spur wheel on its axis in
geer with a pinion on a separate brake wheel axis), and with "5," the wheel
or barrel of the counterbalance "6." The waggon consequently moves to the
requisite position for its discharge, and is retained there by the brake until its
contents be let out. It is then under the guidance of the brake returned to
its first position, and drawn off from the crade on to the railway. It is barely
necessary to inform any mechanic that as the effect of the suspended weight
varies according to its position, it must necessarily be counteracted by spiral
windings on one or both the bariels "4" and "5," or by a series of unjoined
weights rising one after the other as at "6," or by a pendulous weight attached
to the extremity of a radius 1od, and thereby forming increase of resistance
on being drawn onwards, as shewn by 8, 9, 10, in Figure B I., which last mode
is now commonly used in the machine under description. The method
described being only applicable in certain limited heights, the practice has
been, wherever the immediately adjacent heights descended from have been
too great to effect the descent in too operations, viz, by an inclined plane, on
which the loaden waggon either draws up the light one, or lifts from a pit for
that purpose a counterbalance, which by its descent returns the empty cai-
riage. From the foot of this inclined plane the waggons are taken to the
cradle, which is suspended and affixed, as before described, on the end of the
sheers "1," "1," Figure B. I. In this method two sets of attendants are requi-
site, viz, one set to let the waggon down the inclined plane, and another to
place the waggon on the cradle affixed to the sheer heads, which consequently
increases the expence and delay of operation. Now I declare that the
improved construction of the apparatus herein-before described, which con-
stitutes my first description of improved machinery, as herein-before men-
tioned, depends upon the additions and alterations next herein-after described,
and which will be explained by references to the Figures B. III., B. IV., B. V.
In these Figures, B. III. represents the side elevation, and B. IV., the plan in
which the suspended frame or cradle "2" is not attached to the head of the
sheers, but by a small truck wheel at each end of the suspending axis of the
cradle of sufficient breadth of tread, and a deep rim (preferably on the outside)
to prevent their getting off the railroad. It is capable of moving with its
load, under the guidance of a 1ope or chain attached to it (as in B IV.), along
an inclined plane, formed by two elevated parallel rails, between which it is
suspended and moves either backwards or forwards between the points a
and y, at the former of which, viz, at the head of the inclined plane, the

page_text: cradle is, as in the last recited instance, clasped to the end of the regular
railway. The loaden waggon is then placed upon it, and when duly secured,
the clasp is raised, on which the cradle with its load descends under the
controul of the brake, which must necessarily be used to retard the motion
when nearly approaching the head of the sheers at "y," where the suspending
axis inwards of the truck wheels falls into a kind of fork (shown in 6 3), and
causes the sheers to move outwards from then usual stationary position, in
which they are retained by the counterbalanco "6," which, in each of its varied
positions during its descent, must not much exceed the power requisite to
counter poise the sheers themselves, but enough to give them a sufficiently quick
self-acting motion inwards, the weight of the cradle and load being controlled by
the upper or principal counterbalance, viz, that over the wheel 5, B III. and
IV., the whole operation of lowering the loaden, and drawing back the empty
waggon, is under the controul of the brake wheel at the head of the bank. The
brakeman may, by means of a line or connecting rod leading from the brake,
be placed in any situation most convenient for controlling the operations of the
machine On the axis across the elevated rails at the head of the bank in
B. III., shewn in Plan B. IV., "3" is the brake wheel, & "4" B. IV. is the
barrel on which the rope or chain winds which regulates the motion of the
cradle from the summit of the bank at x to its lowest depression on the shee
heads at "d," B. III. The cradle 10pe is there shewn by a red dotted line,
and may casually be supported on the roller "40" on the same axis with
"g," "g," in B IV. The counterbalance on this axis, viz, over the wheel
"5," B III. and IV., may either descend down a pit or be placed on a truck
"k," B. III., 1unning down the bank on a small railway, as shewn by a ied
line; in which case the different declivities may be made to coincide with the
ratio of strain on the rope or chain "f" in the different positions of the cradle
"2," according to the perpendicular spaces separately passed through by the
counterbalance and cradle, or may be arranged in any way expedient.
"g," "g," B. IV., are the winding barrels, on which the chain or rope from
each of the sheer legs winds and unwinds, and "p," the counterbalance
wheel, from which is suspended the requisite counteracting weight, as before
described. It is, therefore, only necessary to remark that the axis carrying
those wheels and the counterbalance wheel "p," vide Figure B. III., must be
placed low enough for the cradle to pass over them. In some instances the
line of waggon way over a coal staith or repository lies too high, as in B. V.,
for the coals to be shipped directly from sheers opposite the end of the rail-
way. Under this predicament my improvement simplifies it to one operation,
as shewn in that Drawing, which does not differ in its mode from what has

page_text: been described in Figure B. III. and IV. The inclined or guide railway to
the sheer heads may be in any convenient direction or form, by which the
suspending bar of the cradle may be guided into the forks at the head of the
sheers, but it will be advantageous to enter them in an angle not deviating
far from the incipient direction of the motion of the sheer heads "q," the
counterbalance to the waggon may be arranged in any of the ways described.
In b. 3, "c" represents a moveable catch falling over the suspending axis of
the cradle (when the sheers have moved downwards) to prevent any sudden
action on the return of the cradle from hauling it off the sheer heads. "80"
is a cross bar (which is also shewn in B. V.) extending from side to side under
the bottom of the steep guide rails This bar limits the inward motion of the
sheers "1"), and before the sheers arrive at the bai the upper aim "r" of
the catch "c" is struck by a properly affixed pin "p," "p," and opened to
admit the exit of the empty waggon and cradle and the subsequent admis-
sion of the loaden one. The catch is prevented by the bar 31 from being
overturned outwards, and is returned to its place by its gravitation inwards
when relieved from the pressure of the pin "p," "p," or, if necessary, by a
sping.
My second description of improved machinery being principally applicable
to the conveyance of ballast or minerals from the holds of ships or lighters to
any adjacent elevation where they have to be deposited, and being founded
on a method already well known and commonly used for such purpose,
1 shall first describe such method as known and used, and then proceed to the
explanation of my said Invention
On the borders of the Tyne where much ballast is conveyed on to high
mounds formed by former deposits, they now generally raise the ballast by
a steam engine in small waggons up a railroad running along a framed
inclined plane, as shewn in Figure C. I. This frame is generally extended
down to the ballast lighters, where the waggons are laden by the lighterman,
and then drawn to the summit, where, either by turning up the waggons or
letting down trap doors at their bottom, their currents are let fall on the
ground or into caits waiting for the further conveyance of the contents of
these waggons. In other instances the ballast is raised from the ships by
cranes in tubs, which are emptied into these railroad waggons. Now, my
improvement on this method consists in the use of the travelling carriage and
regulating sledge, herein-after described, causing the vertical ascent from the
ship's hold and subsequent progress to the place of deposition to be performed
in one operation, and without change of vehicle, by the travelling carriage
upon the inclined railway (shewn in C. II, III, IV, V, & VI.), being

page_text: constructed to contain within itself during its progress both ways the tub or
case in which the ballast or other material is hoisted from the hold of the
lighter or vessel, and returning the empty case or tub to the vessel's hold
either to be exchanged for a full one or to be reloaden before hoisting, in the
manner and by the means herein-after described. The travelling carriage, as
shewn in C. I and C. II., is drawn up or let down the railway in the usual
manner by the rope 1. The extent of its downward motion is limited on its
contact with the regulating sledge "W" in C. II, which is placed so far out
upon the projecting frame "2," "8," in the same Figure, as to allow the
travelling carriage to come to its due position over the hold of the lighter or
vessel On its arrival at that position the hook or catch Z of the regulating
sledge "W," as shewn in Figure C. IV. and V., passes within the staple "21"
fixed under the front cross bar of the travelling carriage to retain it in its duo
position until necessary to be disengaged. At the same time the projecting
end of the lever "p," "p," passes between the aims of the vertical bar "v,"
shewn in C. IX, and also the end of the compound lever "k," extending from
14 to ""in C. V., which tuins on its axis at "n," and lies on the outside of
the travelling carnage, Figure C. V., enters under the crook of the vertical
rod "r," "," on the outside of the regulating sledge W in Figures C. V. and
C. IX, the use of all which will be shewn in describing the operations, which
I shall commence by the descent of the travelling carriage R, Figure C. II.,
with the empty case or tub. To prevent the ill effect of sudden contact of
the carriage "R" with the sledge "W," the latter is rendered capable of
receding by means of a steel or other spring (across the outer extremity of the
sledge) with its ends resting against pins inserted on the side frames of the
ailway, as shewn in Figure "C. X., and it is prevented by a pin "32,"
C. VII. and C. X., fixed in each of the seside frames, from being hauled back
by the carriage "R." The box or tub "D" is suspended by 1opes or chains
from its hoisting barrel 10, Figure "C. III., IV, V, VI," which is on the
same axis with the barel "11," on which the rope "1," which draws the
carnage up and lowers it down the inclined plane, winds and unwinds when
wanted to lower or hoist the case or tub D whilst the carriage is attached to
the regulating sledge On that attachment taking place, or so soon as the
parties in the hold of the lighter or vessel are ready to receive the tub, the
Jine "4," Figure "C. VIII.", which hangs down into the hold of the vessel, is
pulled to draw down the vertical bai "v," "v," shewn in Figure "C. VIII."
and "C. IX.," which, being pressed upon the outer end of the lever "p," "p."
disengages the paul at its opposite end from its ratchet wheel "12,"
Figure "C. III.," "C. IV., "and "C. V.," and suffers the case "D" to descend

page_text: on its overhauling the rope "1" attached to the barrel "11," and should
the case descend too rapidly, one of the attendants in the hold may regulate
its descent at pleasure by pulling at the rope "5," "C. V," which tightens
the brake against the brake wheel "13;" when not wanted the brake ceases
to press against its wheel by means of the counterbalance "14," "C. V,”
which raises the opposite arm of its lever against the pin "d," and slacks the
brake. On ceasing to pull the rope "4," the counterbalance "16" raises
the vertical bar "v," "v," clear of the outer end of the paul, which it
then suffers to act on the ratchet wheel to retain the loaden case when
hoisted, viz, when the lip "i" projecting from the case or tub "D,"
by its raising the lever "y," and consequently the fork "19," which
is attached to it, and embraces the catch "x," shall have raised the latter
clear of the staple "21" under the front bar of the travelling carriage, at
which time the engine or other motive power which should commence its
motion on any concerted signal, will, on ceasing to hoist the loaden tub by the
rope "1," immediately, without remitting or suspending its action, draw
forward by the same rope the carriage and its load to its destination. The
proportionate diameters of the two barrels "10" and "11" will depend on
the steepness of the inclined plane, and must be such that the light tub when
descending vertically may draw after it the slack rope on the greater bairel,
and also such that the power of the engine shall raise the loaden tub vertically
whilst the travelling carriage is attached to the regulating sledge, before men-
tioned. The counter balance weight "28" in Figure "C VIII." and "C. V."
on the lever "y" which is bent beyond its fulcrum, is capable of adjustment
by placing it further inwards or outwards, so as to keep the opposite end of
the lever in a duc position for being caught by the projecting lip of the
ascending tub, and at the same time beneath the level of that lip, so as not
to interfere with the tub on its return.
And I hereby further declare that the peculiar novelty of my said first
description of improved machinery consists in the cradle unattached to the
sheers, the elevated inclined railway, the suspending axis of the cradle running
thereon by its truck wheels, and the forks at the end of the sheers to receive
the same axis, constructed, adapted, and used respectively, in manner herein-
before particularly mentioned; and also in the improved system of machinery
herein-before particularly described, wherein such several component parts are
essentially combined, in manner aforesaid; and that the peculiar novelty of
my said second description of improved machinery consists in the travelling
carriage and regulating sledge, constructed, adapted, and used respectively, in
manne heen-before particularly mentioned; and also in the said travelling

page_text: carriage, independently of the said regulating sledge, inasmuch as it may be
used without the same, by other contrivances being substituted therefor; and
also in the improved system of machinery, herein-before particularly described,
wherein the said travelling carriage and regulating sledge essentially enter as
component parts in virtue of such combination.
And I lay claim to no novelty in respect of any other part of the said
respective systems of machinery, so far as such part is in itself considered;
and, particularly, I claim no novelty in respect of any of the before-mentioned
brake wheels or counterbalances, wheels or weights, separately considered.
And I declare, though my first description of improved machinery may be
applied to the unloading of ships, vessels or craft, by substituting an engine
or other external motive power for the upper or principal counterbalance; and
though my second description of improved machinery may be applied to the
loading of ships, vessels, or craft, by substituting the action of an adjusted
counterbalance for that of the engine or other motive power, yet that I recom-
mend the former description to be used only in the loading, and the latter only
in the unloading of ships, vessels, or craft, considering such uses respectively as
best adapted to the different characters of the said respective descriptions of
improved machinery. And inasmuch as I have explained the operation of my
said improved machinery in the selected cases of the loading of coals and the
unloading of ballast, I declare that I have selected and described such cases
for illustration (as affording good practical examples, and as being, in fact tho
cases wherein I expect that my Invention will be most useful), but not for
limitation of the use of my said Invention, which is applicable to all cases
where the character of the place of shipment or discharge advantageously
admits of such constructions, as herein-before described, and where the goods
can be advantageously placed in receptacles or vessels, similar to the waggons,
tubs, or cases, berein-before mentioned, for the purpose of being shipped or
landed, in manner herein-before described.
And I believe that this my Specification doth fully and without reserve or
disguise comply with the said proviso, in the said recited Letters Patent con-
tained, according to the true intent and meaning of the same.
In witness whereof, I, the said Robert Chapman, have hereunto set my
hand and seal this Fourth day of April, in the seventh year of the
reign of our Sovereign Lord George the Fourth, by the grace of God
of the United Kingdom of Great Britain and Ireland King, Defender
of the Faith, and in the year of our Lord One thousand eight hundred
and twenty-six
WILL (L.S.) CHAPMAN.

page_text: AND BE IT REMEMBERED, that on the Fourth day of April, in the
year of our Lord 1826, the aforesaid William Chapman came before our said
Lord the King in His 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
in the of Load One thousand