IMPROVEMENTS IN HYDRAULIC LIFTS, FLOATING DOCKS, PONTOONS, AND OTHER FLOATING STRUCTURES AND IN
Year: 1883

page_text: LETTERS PATENT to John Standfield of 6 Westminster Chambers in the City
of Westminster for an Invention of "IMPROVEMENTS IN HYDRAULIC LIFTS,
FLOATING DOCKS, PONTOONS, AND OTHER FLOATING STRUCTURES AND IN
PROVISIONAL SPECIFICATION left by the said John Standfield at the
Office of the Commissioners of Patents on the 28th December 1883.
JOHN STANDFIELD of 6 Westminster Chambers in the City of Westminster
"IMPROVEMENTS IN HYDRAULIC LIFTS, FLOATING DOCKS, PONTOONS, AND OTHER
FLOATING STRUCTURES AND IN APPLIANCES CONNECTED THEREWITH
"
This invention bas for its object improvements in hydraulic lifts, floating docks
pontoons and other floating structures and in appliances connected therewith.
In connection with floating docks I provide a rigid arm or arms projecting from
the side of the dock to a fulcrum which may be either upon the shore or upon
another pontoon or floating structure and by means of this arm or cantilever I
control the floating dock or pontoon to prevent it listing either to port or
starboard.
I can so arrange the fulcrum that it may be raised or lowered so that the rise
and fall of the dock or pontoon may be so controlled as to prevent it inclining to
either side. Either screw or hydraulic gear may be employed to give the requisite
vertical traverse to the fulcrum.
In some cases I connect the fulcrum by a link with a rocking weight which will
admit of the fulcrum rising and falling to some extent but opposes great resistance
to any considerable deviation from the main position.
A dynamometer may be introduced into the link to indicate the strain upon it
and the tendency of the dock to heel to either side.
When a floating structure is employed to support the fulcrum I employ water
ballast in this structure and by shifting this ballast the position of the fulcrum
may be adjusted over a considerable range.

page_text: Sometimes in place of the cantilever rigidly connected with the floating dock I
employ a pair of long and massive links jointed to the side of the dock and also to
a support on the shore. But the fulcrum of the upper link I do not connect
rigidly with the shore support on the contrary I connect it through the medium of
springs which yield to some extent to the tendency of the floating dock to heel or
incline. I connect the said support and fulcrum also by means of levers and links
with the valves on board the pontoon in such manner as to control the admission
or withdrawal of water from the pontoon. Thus supposing the pumps to be at
work throwing water out of the dock or pontoon to cause it to rise and a tendency
is developed to list to port, then the valves will be automatically so placed as to
cause the water to be drawn wholly from the compartments on the port side of the
dock or pontoon until this tendency is overcome and similarly if the tendency be
to list to starboard the pumps will be set to draw the water entirely from the
compartments upon the starboard side.
Sometimes when controlling a dock or pontoon by means of two parallel links
as is described above I connect the upper link with the land support by means of
a triangular lever which is pivoted to the support at its apex. The connection
between the link and the triangle is immediately below the pivot and from the
lower angles of the triangle hooks descend which engage with studs upon the lower
link. The pivot of the lower link is able also to move upon the land support up
and down in guiding slots. The result of this arrangement is that when the
floating dock tends to list to either side a thrust or pull is transmitted through the
upper link to the triangular lever, the said lever is thus caused to rock upon its
pivot and thus both the upper and the lower links are more or less lifted.
As these links are very massive and may if desired be loaded with additional
weight the listing tendency is strongly resisted. The valves of the dock or
pontoon may be automatically controlled as already described by a connection
passing to them from the triangular lever.
The pontoons which I employ are U shaped or L shaped with air chambers in
each of their members. Or in some cases I employ ship shape pontoons with air
chambers on one of the sides extending upward to such a height as never to be
entirely submerged. Or sometimes I form the base of the dock or pontoon of a
platform resting on three parallel cylinders with a structure containing air
compartments on one side of such a height as not to be entirely submerged when
the base or platform is sunk to a sufficient depth to receive a ship upon it.
I sometimes use pontoons or docks of an L form without any land connection
and I control them by means of weights connected by chains with the outer edge
of the base of the structure. Such pontoons or docks can be sunk to any desired
depth simply by removing the water by pumping from the chambers within them,
the base or platform of the pontoon being maintained throughout approximately
in au horizontal position for as the base of the pontoon descends in the water the
weights connected with its outer edge are successively deposited upon the bottom.
Floating docks of a U form which are required to be transported by sea for long
distances i arrange with the sides moveable so that they can fold together inwards
and be carried upon the base or platform of the pontoon. I so obtain a shiplike
structure which can be conveniently towed from place to place or which indeed if
desired can be provided with its own propelling mechanism.
When the floating dock is required for use the sides are raised to a vertical
position and are there firmly supported by stays.
In some cases I make the sides so that when they are set in an upright position
they can be moved up and down in relation to the base or platform along vertical
gu.des, they then can be employed to raise the base of the pontoon higher than
would be otherwise practicable.
Where pontoons or floating docks are connected with the shore by cantilevers or
links as already described, I in some cases provide the pumping mechanism on the
shore, and connect it with the pontoon by means of jointed and telescopic pipes.
I make use of the same pipes for withdrawing water from the pontoon.

page_text: In some cases where pontoons or floating docks are provided with cantilevers I
arrange for the said cantilevers to move up and down between piles or uprights
fixed in the ground in proximity to the shore. I provide for the parallel movement
of the dock and cantilevers by chains led over pulleys on the piles. Thus a chain
may be connected with the cantilever in close proximity to the side of the dock or
pontoon, then pass vertically upwards over a pulley and down in an inclined
direction to another pulley immediately beneath the outer end of the cantilever,
from which the chain is led vertically upward and made fast to the cantilever at its
outer extremity.
This chain connection allows the rise or fall of the two ends of the cantilever,
but so long as the chain is kept taut the movement at the two ends must be equal
in amount. A similar set of chains taking an opposite course ensures that the
chains shall not fall slack.
Sometimes in order to obtain a still more effectual control of the dock in rising
and failing I provide these chain connections at the outer side of the dock, and to
pass thence to the outer end of the cantilever,
Similar chain controlling apparatus is applicable to other platforms which
require to be kept in a horizontal position whilst they are raised and lowered. As,
for example a gridiron floor such as is sometimes employed for lifting ships from
the water. Such a gridiron may conveniently be constructed of transverse girders
with the ram of an hydraulic cylinder beneath the centre of each girder. The
controlling chains are then applied to the ends of the girders.
In docking a ship to bring it to a central position and secure it I employ shores
and chocks. The side shores consist of beans which can be advanced inwards
from the opposite sides of the dock in pairs, each beam has a rack upon it with
which a pinion engages. There is a worm wheel upon the axis of the pinion and
this is in gear with a vertical axis which can be rotated by manual labour. The
vertical axes on the opposite sides are coupled by means of bevelled pinions and a
transverse horizontal shaft upon the floor of the dock. The horizontal shaft also
has worms upon it by which bilge shores are operated they act upon chocks
consisting of beams of timber which at their inner ends are jointed to the floor of
the dock and when they are raised at their outer ends by the shores their sides
come against the bilge of the ship; or by preference to obtain greater elasticity
each beam has a piece of timber upon its upper surface supported by the ends only.
When the centre portion of the piece of timber comes against the ships side and the
pressure is severe the timber bends until it comes down upon and is supported by
the main beam and this also is able to spring to a certain extent.
I also construct bilge chocks in the following manner so that they may be
readily slacked away from the ship notwithstanding a heaving pressure upon them.
On a carriage which can be drawn inwards beneath the ship by a chain or
otherwise I provide two blocks which are rounded at their upper ends. These
blocks are held together by latches. Between them the blocks support the
similarly rounded lower end of a strut projecting from the under side of the block
which is brought to bear against the bilge of the ship Pivots capable of moving
up and down in guide slots connect the lower end of the strut with the carriage.
The block is further controlled and held at any desired inclination by a spring arm
which however is sufficiently flexible to allow the block to accomodate itself to the
inclination of the vessels side. This bilge chock can be slacked away at any time
simply by striking away the latches.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said John Standfield in the Patent Office on the 27th June 1884.
JOHN STANDFIELD of 6 Westminster Chambers in the City of Westminster
"IMPROVEMENTS IN HYDRAULIC LIFTS, FLOATING DOCKS, PONTOONS, AND OTHER
FLOATING STRUCTURES AND IN APPLIANCES CONNECTED THEREWITH "
This Invention has for its object improvements in hydraulic lifts, floating docks,
pontoons, and other floating structures, and in appliances connected therewith.
In connection with floating docks I provide a rigid arm or arms projecting from
the side of the dock to a fulcrum which may be either upon the shore, or upon
another pontoon or floating structure and by means of this arm or cantilever
I control the floating dock or pontoon, to prevent it listing either to port or
starboard.
Figure 1 shows a transverse vertical section of a U shaped floating dock; P. P. is
the pontoon or body of the dock. S S. are the sides. B. B. is a series of girder-
like cantilevers which are rigidly secured to one side of the dock or pontoon by
means of pins or rivets.
It is hinged at the shore end to the bracket B¹.
This dock may be lowered to any desired depth or on to a gridiron G G.
This
is accomplished by opening the inlet valves and allowing the water to flow into the
body (PP) or sides (SS) of the dock. The dock is now in a position to receive
the vessel.
Automatic side shores (as hereinafter described) truly centre the vessel.
Pumping is then proceeded with until the vessel rests securely upon keel blocks.
Bilge carriages (as herein-after described) are now drawn under the bilges.
The vessel being now secured pumping is proceeded with until the dock attains 2
the dotted position with the vessel securely seated upon it.
It will now be observed that neither the vessel nor the dock can list to either
port or starboard without destroying the cantilever (B. B), except to a small degree
due to the dock radiating from the pin of the bracket B¹.
It will be observed also that the dock as it radiates round the bracket B¹ is 3
moved somewhat from a horizontal position.
I can so arrange the fulcrum that it may be raised or lowered so that the rise
and fall of the dock or pontoon may be so controlled as to prevent it inclining to
either side. Either screw or hydraulic gear may be employed to give the requisite
vertical traverse to the fulcrum.
Figure 2 shows a mode of maintaining the dock in a strictly horizontal position
during the operation of raising and lowering.
3
This can be accomplished by means of a series of nuts N traversing a series of
screws S¹, These screws are caused to revolve by means of powerful worms and
worm wheels (T. T.) These worms coupled to a horizontal shaft, can be driven by 4
steam or hand power.
The dotted position shows the dock when lowered. Sometimes the cantilever B
will have vertical pins instead of horizontal pins, to connect it to the dock so that
the cantilever may be disconnected from the nut at N and fold along the side of
the dock so as to allow it to be more readily transported from place to place. The 4
two end ones I propose in some cases to hinge in such a manner that they may
be used as powerful cranes which will command both the shore and the ends of
the dock.
Figure 3 shows a third modification in which the bracket B1 is secured to a
floating pontoon of rectangular or other suitable form. It will be seen that as the 50
water is pumped more or less from the port or starboard side of the dock, the

page_text: pontoon O will be pressed into, or raised out of the water and inclined in a greater
or less degree as shown, 00, 0¹ 0¹.
Thus the cantilever and consequently the dock is maintained in a more or less
horizontal position.
Although this floating pontoon O. O. does not quite maintain the dock in a
horizontal position, it does sufficiently so for most practical purposes.
It will be observed that the weight of this pontoon (O 0) renders it impossible
for the dock to capsize in one direction while its buoyancy renders it equally
impossible for it to capsize in the other.
When a floating structure is employed to support the fulcrum I employ water
ballast in this structure and by shifting this ballast the position of this fulcrum
may be adjusted over a considerable range.
In some cases I connect the fulcrum by a link with a rocking weight which will
admit of the fulcrum rising and falling to some extent, but opposes great resistance
to any considerable deviation from the main position.
A dynamometer may be introduced into the link to indicate the strain upon it
and the tendency of the dock to heel to either side.
Figure 4 shows the cantilever B. B. attached to a weight W by means of a
link (L) which may carry a hydrostatic dynamometer or other suitable indicator
for showing the amount of lifting or depressing power at the end of the cantilever.
This lifting or depressing power may be increased or decreased at pleasure by
pumping water from the port or starboard side of the dock.
It may be noticed that if a vessel was docked in this floating dock the pressure
of the wind on the side of the dock and vessel tending to capsize it would be
shown on this indicator.
The weight W is somewhat fish shaped and cogged on its lower side, it has a
tendency to remain in a truly horizontal position, but as the pressure applied
through the link (L) is conveyed to it it may be forced more or less from its
horizontal position. The resistance offered by the weight increases rapidly as it is
rolled in either direction.
It will be noticed that the right hand point of the weight may be made
to indicate the pressure on the cantilever by erecting a figured guage board as
shown.
The stops (E E) limit the traverse of the weight.
Figure 5 shows a mode of raising or lowering the cantilever and maintaining
it in a horizontal position by means of an hydraulic press R and ram R¹. The
water may be forced into this press from an accumulator pumped by the ordinary
methods.
I sometimes use pontoons or docks of an L form without any land connection,
and I control them by means of weights connected by chains with the outer edge
any desired
of the base of the structure. Such pontoons or docks can be sunk to
depth simply by removing the water by pumping from the chambers within them,
the base or platform of the pontoon being maintained throughout approximately
in an horizontal position, for as the base of the pontoon descends in the water
the weights connected with its outer edge are successively deposited upon the
bottom.
Figure 6 shows this method of maintaining an L shaped dock in a horizontal
position without the aid of parallel booms, cantilevers, or buoyant sides.
This is done by means of weights (W. W. W) attached to the pontoon by
means of chains.
An ordinary floating structure commences to founder as soon as it is totally
submerged, but the weights shewn in Figure 6 cause the end of pontoon P. P¹.
to submerge long before it has lost its buoyancy, it would therefore remain
suspended in a horizontal position at any distance below the surface by making it
more or less buoyant, for as each series of weights reaches the bottom more
water must be admitted to the chambers of the pontoon P¹ or it will not continue
to descend. In like manner as the pontoon ascends and each series of weights

page_text: becomes supported by it more water must be expelled from P¹ or it will not
continue to ascend.
Thus it will be seen that any submerged floating structure may be maintained at
any desired angle or depth below the surface by means of weights in the centre
or by a series on each side and without the use of buoyant sides protruding above
the water.
Sometimes in place of the cantilever rigidly connected with the floating dock I
employ a pair of long and massive links jointed to the side of the dock, and also
to a support on the shore But the fulcrum of the upper link I do not connect
rigidly with the shore support, on the contrary I connect it through the medium
of springs which yield to some extent to the tendency of the floating dock to heel
or incline. I connect the said support and fulcrum also by means of levers and
links with the valves on board the pontoon in such manner as to control the
admission or withdrawal of water from the pontoon. Thus supposing the pumps
to be at work throwing water out of the dock or pontoon to cause it to rise, and a
tendency is developed to list to port, then the valves will be automatically so
placed as to cause the water to be drawn wholly from the compartments on the
port side of the dock or pontoon until the tendency is overcome and similarly if
the tendency be to list to starboard, the pumps will be set to draw the water
entirely from the compartments upon the starboard side, or the object may be
attained by controlling in like manner the steam valves of the pumping engines.
Figure 7 shows a method of maintaining an L shaped dock in a horizontal
position by means of a series of parallel booms (B. B) hinged to the sides (S. S.) of
the dock and to a series of columns B¹ on the shore. One of these booms B is
hinged to a fixed bracket on the column B, the other to a sliding bracket which is
held in position by powerful springs D. D. As the pressure or tensile strain
produced by pumping more or less from the pontoon P. P. or side S. S. of the dock
is conveyed by the boom to the springs D. D. they become more or less depressed
and allow the dock to move a limited distance from the horizontal.
By means of a small lever H. H'. hinged to a swinging bracket I connected with
the column and rocking on the pin of the boom B. B. the motion communicated to
the boom and causing the depression or expansion of the springs D. D. will be also
communicated to the bracket H H and through it to a rod J connected to a
crank K which controls the valves in the pontoon P. P¹. by means of the rod L.
During the lowering of the dock the crank K is connected to the inlet valves so
that if the dock lists to starboard, the starboard valves would be closed, and if the
dock lists to port, the port valves would be closed until the truly horizontal
position of the dock was regained; during the operation of raising, the crank K is
connected to the discharge valves so that if the dock lists to port the starboard
valves will be closed and if the dock lists to starboard the port valves will be closed
until the dock has regained its horizontal position. In this manner the controlling
of the valves of the dock is automatic; by like means the engines may be controlled
where separate port and starboard pumping engines are required.
U. U. is an upper or open portion of the pontoon into which the vessel settles
as the dock rises and from which the water may be pumped as soon as the upper
part is above the surface of the water thus the bottom of the vessel is accessible
without raising the dock to so great a height and the buoyant power of the dock
is greatly increased.
Figure 8 shows a series of tubes in place of a rectangular pontoon.
Figure 9 is a ship shaped pontoon P. P. which may be maintained in a horizontal
position by a cantilever as described in Figures 1. 2. 3 or with parallel booms as
shown, the upper or lower boom may be arranged for controlling the valves as in
Figure 7.
Sometimes when controlling a dock or pontoon by means of two parallel links as
is described above I connect the upper link with the land support by means of a t
triangular lever, which is pivotted to the support at its apex. The connection
between the link and the triangle is immediately below the pivot, and from the

page_text: lower angles of the triangle hooks descend which engage with studs upon the
lower link. The pivot of the lower link is able also to move upon the land support
up and down in guiding slots. The result of this arrangement is, that when the
floating dock tends to list to either side, a thrust or pull is transmitted through the
upper link to the triangular lever, the said lever is thus caused to rock upon its
pivot, and thus both the upper and the lower links are more or less lifted.
As these links are very massive, and may if desired be loaded with additional
weight the listing tendency is strongly resisted. The valves of the dock or pontoon
or the steam valves of the pumping engines may be automatically controlled as
already described by a connection passing to them from the triangular lever.
Figure 10 shews this arrangement for maintaining the dock in a horizontal
position; it indicates the strain on the booms and at the same time controls the
valves. It will be observed that the weight of the booms B B bell crank A A
links LL and weight W W have a tendency to maintain the dock in a horizontal
position.
The whole of this weight is suspended from the bell crank A A which swings on
a pin at the top of a fixed bracket B¹. This bell crank may consist of two plates
of iron or other suitable material.
A short distance below the point of suspension the top boom B is hinged to this
crank by means of a bolt or pin in such a manner that whether it is forced
forwards or backwards by the dock listing to port or starboard, one of the
links L L of the bell crank would have to lift the lower boom B and the weight W.
Attached to the lower part of the bell crank A. A is a bracket H and rod J for
controlling the valves as before described.
The pontoons which I employ are U shaped or L shaped, with air chambers in
each of their members. Or in some cases I employ ship shape pontoons with air
chambers on one of the sides, extending upward to such a height as never to be
entirely submerged. Or sometimes I form the base of the dock or. pontoon of a
platform, resting on three parallel cylinders with a structure containing air
compartments on one side of such a height as not to be entirely submerged when
the base or platform is sunk to a sufficient depth to receive a ship upon it.
Floating docks of a U form which are required to be transported by sea for long
distances I arrange with the sides moveable so that they can fold together inwards
and be carried upon the base or platform of the pontoon. I so obtain a ship like
structure which can be conveniently towed from place to place, or which indeed, if
desired, can be provided with its own propelling mechanism.
When the floating dock is required for use the sides are raised to a vertical
position, and are there firmly supported by stays.
In some cases I make the sides so that when they are set in an upright position
they can be moved up and down in relation to the base or platform along vertical
guides; they then can be employed to raise the base of the pontoon higher than
would be otherwise practicable.
Figures 11 and 12 show a sea-going dock with floating and hinged sides.
This dock is constructed so that the sides S S may fold over on to the
pontoon P P of the dock and form a ship shaped structure which may either steam,
sail or be towed to any desired locality.
Figure 11 shows one side folded down in its sengoing position and the other
secured in a vertical position by a series of struts V.
Figure 12 shows the sides S S lowered for the purpose of docking the pontoon
or body of the dock.
Where pontoons or floating docks are connected with the shore by cantilevers_or
links as already desired, I in some cases provide the pumping mechanism on the
shore, and connect it with the pontoon by means of jointed and telescopic pipes.
I make use of the same pipes for withdrawing water from the pontoon.
Figure 13 shows an L shaped pontoon dock secured in a horizontal position by
the cantilever boom B B. The side S S may be continuous or may consist of a
series of vertical boiler like cylinders.

page_text: The improved method of pumping from the shore also shown, enables boilers
engines and pumps on the dock to be dispensed with. D is a centrifugal pump
of which C is the spindle and which can be driven by a steam engine in the
ordinary manner.
EE is the suction; F F are the two hinges of which the details are shown at
Figure 14 which allow the pontoon to be raised and lowered without fracturing the
pipe.
GG is a slide pipe which works through a gland in the pipe H H and allows the
pipe to shorten and lengthen as the pontoon ascends and descends. By means of
these hinges and slide pipe the metal suction is practically equal to a flexible hose,
though in some cases a flexible suction pipe might be connected to I I in place of
the slide pipe and swivels or hinges.
When the pump is in operation the water passes through the discharge pipe J J
and raises the flap valve V and valve rod W.
When it is desirable to lower the dock the flap valve V may be raised by means
of the rod W which will allow the water to again flow into the dock until it has
descended to the desired level.
By having two series of pumps and valves one at either end of the dock the
raising and lowering and longitudinal level of the dock may be easily controlled.
Sometimes I prefer the pumps to be on the dock and to be connected by steam
pipes to boilers on the shore, which steam pipes would be of similar construction to
the water pipes before described.
In some cases where pontoons or floating docks are provided with cantilevers
I arrange for the said cantilevers to move up and down between piles or uprights
fixed in the ground in proximity to the shore. I provide for the parallel movement
of the dock and cantilevers by chains led over pulleys on the piles. Thus a chain
may be connected with the cantilever in close proximity to the side of the dock or
pontoon then pass vertically upwards over a pulley and down in an inclined
direction to another pulley immediately beneath the outer end of the cantilever,
from which the chain is led vertically upward and made fast to the cantilever at its.
outer extremity.
This chain connection allows the rise or fall of the two ends of the cantilever
but so long as the chain is kept taut the movement at the two ends must be equal
in amount. A similar set of chains taking an opposite course ensures that the
chains shall not fall slack.
Figure 15 shows this powerful mode of maintaining a pontoon or other floating
structure in a truly horizontal position and at the same time allowing it to ascend
and descend quite freely.
The horizontality of this structure is maintained by means of chains, wire, or
other flexible bands passing over pulleys and connected at two points to the
structure.
One end of a chain is made fast to the bracket at the side of the dock at A;
it passes over the pulley L and under the pulley M and it is attached to the outer
end of the cantilever B B at C. It will be observed that as A descends C must
descend with it, as the chain cannot increase in length, and the pulleys L and M
are fixed to cast iron columns W W which are rigidly secured by structs X X.
It might be preferable to use diagonal struts in place of horizontal ones as
shown.
Another chain is similarly connected to the dock at the bracket D; this passes
under the pulley N over the pulley L and over the pulley K. and is attached to the
outer end of the cantilever BB at E.
It will be noticed that as the dock rises and as the chain cannot lengthen, the
pulleys being rigidly fixed to the frame, the outer end of the lever must also rise
and thus the dock is maintained in a strictly horizontal position.
It might appear that the side of the dock could ascend less rapidly than the
cantilever at E but this is equivalent to a fall on the other chain and therefore
cannot take place,

page_text: It will thus be seen that the dock cannot list to the port or starboard without
destroying the chains or framework.
Sometimes in order to obtain a still more effectual control of the dock in rising
and falling I provide these chain connections at the outer side of the dock, and to
pass thence to the outer end of the cantilever.
Figure 16 shows this modification in which the dock is placed between the
columns W W and in which the action of the chains is similar yet twice as
powerful as that in Figure 15 owing to the distance between the attachments of
the chains being much greater.
One chain is made fast at A to a bracket connected to the pontoon P P and passes
over the pulley L and under the pulleys N and M and is attached at C to the outer
end of the cantilever B B, it will be seen that as A descends C must also descend
with it. One end of the second chain will be attached to a bracket connected to
the body of the dock at D it will pass underneath the pulleys N and M and over
the pulley K and will be attached to the outer end of the cantilever B at E it will
be seen that as D ascends, E must also ascend.
Any one or more of these sheaves may be held in position with a spring or
weighted lever so as to allow it to deviate a certain distance and so indicate the
tendency to list to port or starboard.
Similar chain controlling apparatus is applicable to other platforms which require
to be kept in a horizontal position whilst they are raised and lowered. As for
example a gridiron floor such as is sometimes employed for lifting ships from the
water. Such a gridiron may conveniently be constructed of transverse girders
with the ram of an hydraulic cylinder beneath the centre of each girder. The
controlling chains are then applied to the ends of the girders.
Figure 17 represents an hydraulic lift graving dock or hydraulic gridiron which
is maintained in a horizontal position in a manner similar to that described in
respect to Figures 15 and 16.
A chain is attached to one of the horizontal floor beams at A it passes over
the pulley Lunder the pulleys N and M and is secured to the other end of the
floor beam at C.
It will be seen that as A descends, C must descend with it or break the chain
or series of chains.
One end of a second chain or series of chains is made fast to a horizontal floor
beam at D and passes under the pulleys N and M, over K and is attached to the
beam at E. It will be seen that as D ascends so must E so that the end of
the ram or series of rams R¹ may have a semicircular or conical point as their
function is only to raise the dock, the horizontality being maintained as described.
A similar series of blocks and pulleys placed longitudinally instead of transversely.
will similarly control its longitudinal horizontality.
It will be noticed that the pulleys N and M may be placed above the pulleys K
and L with similar effect, that is the system may be reversed.
This series of pulleys etc. may be employed in preserving the horizontality of all
sorts of lifts ascending and descending platforms, etc, such as hydraulic canal lifts,
cart and passenger lifts, railway lifts etc.
It will also be observed that this series of pulleys and chains if turned on its
side will maintain a platform equally well in a vertical position as it constitutes a
parallel motion.
Figure 21 shows a mode of maintaining the horizontality of any platform, beam,
A chain is made fast
or frame A A' which practically ensures a parallel motion.
to the upper side of the beam at A, passes over the pulley B and under the
A second chain
pulley E, and is then secured to the lower side of the beam at A¹.
is made fast to the lower side of the beam at A it passes under the pulley D and
over the pulley C and is made fast to the upper side of the beam at A¹.
It will be seen that this beam will pass up and down only in a horizontal
position however it is weighted with respect to the raising power.

page_text: Figure 22 is a modification of the arrangement in Figure 21 by which a similar
result is obtained. A A¹ is the platform, beam, frame or other object to be main-
tained horizontal during any upward or downward travel; B is a vertical column
or beam, whose horizontal position may be either central between the ends A A¹ of
the beam or platform, nearer to either end or at either end as shown by figure 24.
Upon the vertical column B are arranged two sheaves at C and two at D, a chain,
rope or cord is made fast at A and passes over the first sheave at D then under the
first sheave at C and to the underside of A' where the end is made fast; a similar
chain or rope is made fast at A¹ and passes over the second sheave at D, then under
the second sheave at C and made fast to the underside of beam at A. Figures 22
and 24 are not perfect parallel motions, as the chains must be somewhat slack in
order to allow the full traverse.
Figure 23 also represents a modification of Figure 21-A A¹ is the travelling
beam, platform or other structure to which two sheaves are attached at B and also
two at C. From a fixed framework or beam, a chain, cord or rope, is attached
at D and passes under one of the sheaves at B and over one of the sheaves at C,
thence down to the floor or beam and made fast at G. A similar chain is attached
at E and passes under the second sheave at C then over the second sheave at B
thence to the fixed beam or floor at F where it is made fast.
Many other equally efficient adaptations may be arranged.
In docking a ship to bring it to a central position and secure it I employ shores
and chocks. The side shores consist of beams which can be advanced inwards
from the opposite sides of the dock in pairs, each beam has a rack upon it with
which a pinion engages. There is a worm wheel upon the axis of the pinion and
this is in gear with a vertical axis which can be rotated by manual labour. The
vertical axes on the opposite sides are coupled by means of bevelled pinions and a
transverse horizontal shaft upon the floor of the dock.
Figure 18 is a U shaped floating dock, S S are the sides, and P P the pontoon.
The dock is provided with these appliances for rapidly placing any vessel in a
central position on a graving or other dock and at the same time shoring it.
This is accomplished by means of two powerfully geared mechanical shores A A,
B B, which may be worked simultaneously from either side of the dock.
The shore itself consists of a baulk of timber; to one side, the lower by preference,
a powerful metallic rack is affixed. Into this rack works a steel pinion which is
connected to a worm wheel CC by means of a strong short shaft. Into these
worm-wheels worms engage which are securely keyed to vertical shafts D D, D¹ D¹,
These two vertical shafts one on either side of the deck are connected by means of
mitre wheels at their lower ends, to a horizontal shaft running across the bottom of
the dock and by means of which the side shafts are made to rotate simultaneously.
It will be thus seen that if the wheel W is rotated the wheel W¹ will also revolve,
and thus the shores A A, B B may be opened out or closed upon the vessel, which
is thus forced into a central position upon the dock and securely shored.
Figure 19 shows a bilge shore which may be worked by means of a vertical
shaft a pair of mitre wheels and horizontal shaft as before described.
The horizontal shaft has worms upon it, they act upon chocks consisting of
beams of timber which at their inner ends are jointed to the floor of the dock and
when they are raised at their outer ends by the shores their sides come against the
bilge of the ship or by preference to obtain greater elasticity each beam has a piece
of timber upon its upper surface supported by the ends only. When the centre
portion of the piece of timber comes against the ship's side and the pressure is
severe the timber bends until it comes down upon and is supported by the main
beam and this also is able to spring to a certain extent.
The chock is hinged at H to one of the floor beams of the dock by means of a
slotted bracket and pin.
The outer end I is raised and lowered by a rack pinion, worm, and worm wheel
and shafting as described and shewn in Figure 18.

page_text: The timbers are arranged as already explained in such a manner that there is a
considerable amount of elasticity in them as the top timber K K can spring until
it comes in contact with the wooden stop S which is rigidly attached to the lower
timber M M which on any great pressure being applied can also spring, so that
by setting up the shore A A this arrangement of timbers forms a very strong and
very elastic bilge support for the vessel. This bilge support can be lowered, or
raised and forced against the bilge of the vessel before the water support has
left it.
This is shown to a smaller scale V Figure 18.
I also construct bilge chocks in the following manner so that they may be readily
slacked away from the ship notwithstanding a heavy pressure upon them. On a
carriage which can be drawn inwards beneath the ship by a chain or otherwise
I provide two blocks which are rounded at their upper ends. These blocks are
held together by latches. Between them the blocks support the similarly rounded
lower end of a strut projecting from the under side of the block which is brought
to bear against the bilge of the ship. Pivots capable of moving up and down in
guide slots connect the lower end of the strut with the carriage. The block is
further controlled and held at any desired inclination by a spring arm which
however is sufficiently flexible to allow the block to accomodate itself to the
inclination of the vessel's side. This bilge chock can be slacked away at any
time simply by striking away the latches.
Figure 20 shows a sliding bilge block which may be drawn along a slip way
under the vessel by means of a chain from the deck; the block is shewn to a
smaller scale T Figure 18.
The wood work of this block which is arranged to spring is secured to a cast iron
bracket marked A the lower half of which is semicircular so that it can revolve
round the pin B which works in a slot in the guide plates D D. This bracket A
rides on two brackets C C¹ the upper halves of which are semicircular, and the
lower halves of which slide within two wrought iron guide plates D D. These
brackets C C¹ are held together by means of the pawl E one end of which is secured
to a pin in the bracket C the other end falling over a pin in the bracket C¹. The
block is shown in its fully elevated position.
It will be seen that if the pawl E be raised, C and C³ will be wedged apart by
the weight of the block' of the bracket A which will then descend so that the
block F F is clear of the vessel.
The block is set in position by means of the spring steel lever L L' one end of
which L' may be secured at any desired height by means of a pio, to a vertical
bracket N provided with holes at different heights for that purpose.
Or a vertical steel spring may be used, the lower end being attached to the lower
part of the guide plate and the upper end passing through a slot in a lug projecting
from the bracket A.
Having thus described the nature of my said Invention and the manner of
performing the same I would have it understood that I claim :-
First. The combination with floating docks of cantilevers attached to the shore
or to floating strutures whereby the horizontality of the floating docks is controlled
as described.
Second. In combination with floating docks or structures connected by canti-
levers to the shore or to other floating structures, the means substantially as
described for indicating the strain on the said cantilevers.
Third. In combination with floating docks or structures connected by cantilevers
to the shore or to other floating structures, the means substantially as described for
elevating the ends of the cantilevers as the dock or structure rises and depressing
the same as the dock or structure descends.
Fourth. The combination with floating docks and other partially submerged or
5 submerged structures of weights and chains or equivalent connections in such
manner as to maintain the horizontality of such docks or structures as described.

page_text: Fifth. The combination with floating docks or structures of shore connections
and apparatus operating in connection therewith whereby the admission or ejection
of water to or from the structure or steam throttle of the engines is automatically
controlled by the oscillation of the dock or structure itself as described.
Sixth. The combination of bell-cranks, parallel booms and weights and lifting
links maintaining the horizontality of a floating dock or structure as described.
Seventh. A floating dock with folding and sliding sides as described.
Eighth. The arrangement of apparatus for pumping floating docks and other
floating structures from the shore by pipes and pumps below the water level
substantially as described.
Ninth. The arrangements for constraining to parallel movement floating docks
and other structures or platforms by means of chains ropes or cables, and pulleys
on suitable supports as described.
Tenth. The centreing shores for centreing and shoring vessels on docks
substantially as described.
Eleventh. The bilge carriages for shoring vessels on docks substantially as
described.
In witness whereof I the said John Standfield have hereunto set my hand and
seal this fifth day of May in the year of our Lord One thousand eight hundred and
eighty four.