Improvements in Apparatus for Clearing, Lowering, and Disengaging Ships' Boats.
Year: 1891

page_text: Date of Application, 1st Apr. 1891
Complete Specification Left, 5th Aug., 1891-Accepted, 26th Sept., 1891
Improvements in Apparatus for Clearing, Lowering, and Disengaging
Ships' Boats.
I, JOHN BENJAMIN WALSWORTH, of Port Tewfik, near Suez, Egypt, Pilot, of
the Suez Canal Company, do hereby declare the nature of this invention to be as
follows:
This invention relates to improvements in or applicable to apparatus for clearing,
lowering and disengaging ships boats.
I would premise the description of my invention, by remarking that it is of
importance that the boat gripes should be so secured, that they can be
simultaneously let go in the least possible time, after the men are in their places in
the boat; that the boat falls be clear, free from kinks and ready for immediate
simultaneous lowering, so that the boat should be lowered square from the davits
into the water;-that when the boat is lowered at sea and is water borne it should
be able to immediately disengage itself from the tackles, both ends simultaneously,
and to sheer off clear of the ships side-that the fewest possible number of men
should be employed in clearing away and lowering a boat, in order to avoid
confusion; and that when a boat is hooked on for hoisting it should be impossible
for the sea to unhook the tackles by lifting the boat.
It is the object of this invention to attain such objects, by the means hereinafter
described, which enable the whole work of lowering a boat to be effected by one
man..
The application of the invention will be inexpensive, as the whole of the fittings
now in use for carrying a boat outside ready for lowering can be utilized.
The gripes of boats, in most ships, when carried outside, consist of two pairs
two as breast and two as cross gripes on the outside to keep the boat close to,
and from ranging; each of such gripes is secured to a different place to that at
which any of the others are secured, so that it takes four men to let all go together.
In case of accident the gripes are let go as quickly as possible, and sometimes one
before the other, very often before the whole of the men are in their places in the
boat; thus the boat may cant on one side as the men are getting in, and the gripes
being let go with a jerk, render more or less liable the throwing out of someone in
the boat.
To remedy and prevent this, I employ the following method of relieving a boat
of its two pair of gripes simultaneously, on the order being given to "let go" by
the officer attending to the lowering.
To the outside of the rail of the bulwarks of the ship, and between the davits,
are adapted a series of eyes carrying a rod to which endway motion may be given
by the man stationed (midway of the length of the boat) to lower the boat.. by
means of a conveniently arranged lever and an excentric operating in a slot formed
midway of the length of the rod-the ends of the rod terminate just short of
the davits, where they engage with guide eyes which they cross in the manner of a
bolt. One of the ends of the rod is outwardly curved to avoid the adjacent guide
eyes, and is returned backwards in the line of the rod; so that endway motion of
the latter causes both ends thereof to simultaneously engage with or to be disengaged
from the said end guide eyes. When engaging with such guide eyes, the rod
Eccures elongated links entered between such guide eyes and depending from double
eyes fitted for the gripes to be set up. The gripes are set up each to its own eye
or thimble,-two forward and two aft, two as breast gripes and two crossing on the
outside of the boat as range gripes. The man at the lowering gear turns the
aforesaid lever over from aft forward causing the rod to be drawn aft by the excentric,

page_text: its ends being thus disengaged from the said guide eyes, the said links are released
and the gripes are all simultaneously freed by the same man whose duty it is to
lower the boat.
In most ships the boat falls are jagged up and toggled to the davits or backed up
the davits and coiled in the ends of the boat, which causes a considerable delay
when it is wanted on an emergency. Let the boat falls be coiled on the deck as
carefully as any seaman can possibly coil them, kinks will appear in lowering a boat
with a turn round the cleat or cavil, and the man whose duty it is to lower when
he finds a kink come to hand will endeavour to clear it in so doing the falls
frequently slip through his fingers, the end of the boat goes by the run and
endangers the lives of the crew. To prevent this, I employ the following safe and
simple method by which a boat can be lowered to the water square from the davits
by one man. The falls may be the same as those ordinarily in use. Midway
between the davits under the rail of the bulwarks or in any other convenient place,
are fitted two rollers which work independently of each other when rolling up the
falls, but for lowering, such rollers are connected by means of screw pins, bolts or
the like adapted to a disc arranged to work in a break so as to control the rollers
when lowering the boat. The foremost side of the after roller is fitted with a
ratchet wheel and pawl to assist the break when the falls are rolled up with the
boat hanging at the davits, and to hold the after roller while the break holds the
foremost one, for connecting. The falls are brought to the rollers by leads at
the rail at the back of the davits and by leads under the rail in line with the centres
'of the rollers.
The handle of the break is situated close to the aforesaid lever of the disengaging
gear of the gripes.
At the report of " man overboard," the man who is stationed to lower the boat,
takes his place at the handle of the break, the crew seat themselves on their
respective thwarts, steadying themselves by life-lines fast to the midship guy of
the davits the officer in charge for lowering, gives the command "let go the
gripes," the man at the break turns over the lever of the gripe disengaging gear,
and at the order to "lower away," he lifts the pawl and eases the handle of the
break the rollers are caused to revolve by reason of the weight of the boat
which is lowered square from its davits into the water. It can be instantly
checked and can be held in safety at any distance from the davits ready to be
hoisted up again if required.
In order that when a boat is lowered at sea it should be able to disengage itself
from its tackles & sheer off clear of the ships' side, I employ the following means:
the fittings of the blocks and tackles may be the same as those in ordinary use
with the addition of an elongated link fitted to the strop of the lower block.
For disconnecting the boat from its tackles, the boat rope is used, operating
directly or indirectly as hereinafter mentioned.
When acting directly, the end of the boat rope is passed through the slip end of
the connecting rod, and a long eye or bowline knot formed in it. The end of the
rope on board the ship is taken well forward and slackened sufficiently to allow of
the boat being lowered into the water before too much strain comes upon it.
Directly the boat is water borne, the whole of the towing strain comes on the boat
rope and consequently on the disconnecting rod which very easily draws forward
thus easing the boat from its tackles, the rope simultaneously being freed from
engagement with the rod through the slip end of the latter tumbling over,
whereupon the boat is clear.
When acting indirectly; there is fitted in the bows of the boat on the inside part
of the stem, a small clump single block in line with the rod connecting the tackles
to the slings. In the headsheets of the boat is fitted a slip which is regulated by
the length of the slip end of the rod, the slip being a little longer. To the upper
part of the slip is attached a stout line or a chain which is led up through the
block at the stem and fastened to the slip end of the rod. On the afterpart of the
foremost or second thwart is fitted a roller. The boat rope is led along from

page_text: the forepart of the ship in the usual manner; a long bowline knot is made on the
end and the bight of the bowline is passed over the gunwale of the boat abaft and
under the second thwart or where the roller is fitted and placed over the slip.
The slip is placed and the line fastened to the slip end of the connecting rod taut
from the slip. Thus, when the boat is lowered into the water, the falls are let go,
and the whole strain of towing comes upon the boat rope, which draws forward the
rod connecting the tackles with the slings-being relieved of weight, directly the
falls are let go, the rod casily gives and the tackles are released from their slings:
immediately after the slip gives and the boat rope clears itself giving the boat
sufficient way and sheer to clear the ship's side.
The boat is connected to its tackles by a rigid connecting rod extending from one
sling to the other. It can or may be fitted with one joint in the middle to make it
more convenient for placing on one side when not in. use. The ends of the rod are
fitted as slips to work in the slings of the boat and the link fitted to the lower
block of the tackles: both ends of the rod are slightly curved to suit the fittings
and prevent it from being too easily drawn by a jerk. The fore end of the rod is
fitted as a double slip, the end is a tumbler fitted to work in the same direction as
the after end. For connecting the tackle and for disconnecting, it first lets go the
foremost tackle and afterwards tumbles over and releases the boat rope.
The slings of the boat are not fitted the same as those in general. use, each sling
being fitted with double lugs sufficiently large to take the ends of the connecting
rod. The after lug of the two on either sling is made to act as a slip or tumbler
for hooking on the boat. Before the boat comes alongside, it should be ready for
booking on, the rod should be in its place with its ends through the foremost lug on
either sling with the after lug thrown back.ready to receive the long link fitted to
the lower block of the tackles.
The long link fitted to the lower block of the tackles is placed over the ends of
the connecting or disconnecting rod, the after lug on either sling is brought forward
over the ends of the rod and secured with a pin passing through them at the back
of them thus shackling the boat to its tackles and making it impossible for the sea
to disengage or unhook it while in the act of hoisting.
Dated this 1st day of April 1891.
DAY, DAVIES & HUNT,
321, High Holborn, London, W.C., Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in Apparatus for Clearing, Lowering, and Disengaging
Ships' Boats.
I, JOHN BENJAMIN WALSWORTH, of Port Tewfik, near Suez, Egypt, Pilot to
the Suez Canal Company, do hereby declare the nature of the said invention, and
in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :-
This invention relates to improvements in or applicable to apparatus for clearing,
lowering and disengaging ships' boats.
I would premise the description of my invention, by remarking that it is of
primary importance that in apparatus for effecting the objects of the invention the
boat gripes should be so secured that they can be simultaneously let go in the least
possible time after the men are in their places in the boat -also that the boat falls
should be clear, free from kinks and ready for immediate and simultaneous lowering,
so that the boat should be lowered square from the davits into the water;-also
that when the boat is lowered at sea and is water-borne it should be able to
immediately disengage itself from the tackles at both ends simultaneously, and to
sheer off clear of the ship's side-also that in order to avoid confusion the fewest
possible number of men should require to be employed in clearing away and

page_text: Towering the boat and also that when the boat is hooked on for hoisting it should
not be possible for the sea to disengage it from the tackles.
The object of this invention is to attain all such advantages by the use of the
means hereinafter described, which enable the whole work of lowering a boat to be
effected by one man.
The application of the invention will be very inexpensive in the majority of cases
as the fittings now ordinarily in use for carrying a boat outside ready for lowering
can be utilized.
The invention will be hereinafter described with reference to the accompanying
drawings on which :-
Figure 1, represents, in sectional elevation, a ship's boat secured to the davits,
showing, in elevation, the gripe clearing gear, the boat lowering gear and the boat
disengaging gear, the latter operated by the boat-rope acting directly.
Figure 2, represents a like partial view of a modification in which the disengaging
gear is operated by the boat-rope acting indirectly.
Figure 3, represents a like view of the same after the disengagement of the-boat
from the davit tackles.
Figure 4, represents, on a larger scale, the boat gear arranged ready for engage-
ment with the davit-tackles, when coming alongside the ship.
Figure 5, represents the same after engagement with the davit-tackles.
Figure 6, represents the disengagement of the gears of the boat, when the boat
is waterborne.
Figure 7, represents details of the gripe-disengaging and lowering gear ;-and
Figure 8, represents a detail of the boat slings.
In most ships, the gripes of boats when carried outside, consist of two pairs, two
acting as breast gripes, and two as cross gripes, the same being so arranged as to
keep the boat close to and from ranging from the davits. As each gripe is secured
at a different place, it requires, in such cases, four men to let all go together. In
cases of accident the gripes are let go as quickly as possible, and sometimes one
before the other, and often before the whole of the men are in their places in the
boat, thus, with such an arrangement, the boat is liable to be caused to cant on one
side as the men are getting in, and the gripes being let go with a jerk render the
throwing out of someone in the boat more or less liable.
To remedy and prevent such disadvantages, I employ the following method and
means of releasing a boat from its two pairs of gripes simultaneously, on the order
to let go" being given by the officer attending to the lowering.
To the outside of the rail 9, of the bulwarks of the ship and between the
davits 1C, I apply a series of eyes 11, carrying a rod 12, to which latter endway
motion may be given by the seaman whose duty it is to attend to the freeing of the
gripes and to all the disengaging and lowering operations hereinafter described, and
who is stationed midway of the length of the boat. The seaman effects such motion
of the rod 12, by means of a conveniently arranged hand-lever 13, the arm 14, of
which operates in a slot 15, formed about midway of the length of the rod; the
ends of the rod terminate just short of the davits, where they engage with other
guide eyes 16, which they cross in the manner of a bolt, vide Figure 1. The end
of the rod is outwardly curved to avoid the adjacent guide eyes 16, and is returned
backwards in the line of the rod so that endway motion of the latter causes both
ends thereof to simultaneously engage with or to be disengaged from such guide
When engaging therewith, the rod secures elongated links 17, which are
entered between such guide-eyes and depend from double eyes 18, to which the
gripes 19, are set up in pairs, the gripes being set up each to its own eye or
thimble 20, two forward and two aft, two as breast gripes and two crossing on the
outboard side of the boat as range gripes, ride Figure 1. Upon the said seaman
turning the lever 13, over from aft forward, the rod 12, is caused, by the lever
arm 14, to be drawn aft to the position indicated in the dotted lines Figure 1, its
ends being thus disengaged from the said guide eyes 16, whereby the links 17, are
released and all the gripes 19, are simultaneously freed.
eyes.

page_text: In most ships, the boat falls are jagged up and toggled to the davits or backed
up the davits and coiled in the ends of the boat, which causes a considerable delay
when the boat is wanted on an emergency. Let the boat falls be coiled on the deck
as carefully as any scaman can coil them, kinks therein will inevitably appear in
lowering a boat with a turn round the cleat or cavil. When a kink presents itself,
the seaman attending to the lowering, in endeavouring to clear it, frequently lets
the falls slip through his fingers, allowing the end of the boat going by the run and
endangering the lives of the crew.
To prevent such disadvantages, I employ the following method and means by
which a boat is lowered to the water square from the davits by the aforesaid
scaman.
The falls 21, may be the same as those ordinarily in use. Midway between the
davits under the rail 9, of the bulwarks or in any other convenient place, I apply
two rollers 22, which are mounted on a divided shaft 23, supported in suitable
bearings 24. The rollers can work independently of each other when rolling up the
falls, but when lowering the boat they are connected by means of screw pins 25,
bolts or the like which engage with discs 26, fast on the shafts 23, and formed with
a peripheral part arranged to work in a brake 27, so as to keep the rollers under
control when lowering the boat. The foremost side of the after roller is fitted with
a ratchet wheel 28, which engages with a suitably supported pawl 29, which aids
the brake when the falls are rolled up with the boat hanging at the davits, and
holds the after roller while the brake holds the foremost one for connecting. The
falls 21, are led to the rollers 22, by blocks or pulleys attached to the rail 9, at the
back of the davits, and by other blocks 31, swung under the rail and above
the centres of the rollers. The handle 32, of the brake is situated adjacent to the
said lever 13, of the disengaging gear of the gripes, ride, Figure 7.
At the report of "man overboard," the aforesaid seaman stations himself adjacent
to the said handles 13, 32, the crew seat themselves on their respective thwarts
steadying themselves by life-lines fast to the midship guy of the davits. The officer
in charge for lowering, gives the command let go the gripes," the said seaman
actuates the lever 13, of the gripe disengaging gear, and at the order to "lower
away," he lifts the pawl 29, and cases the handle 32, of the brake, the rollers 22,
are then caused to revolve by the weight of the boat which is lowered square from
the davits into the water-the lowering can be instantly checked and the boat
safely held at any distance from the water ready to be hoisted up again if
required.
In order that when a boat is lowered it should disengage itself from its tackles
and sheer off clear of the ship's side, I employ the following means which
permit of the boat being disengaged from its tackles from a vessel going at any
speed.
The fittings of the davit tackles and blocks 33, may be similar to those in
ordinary use with the addition of an elongated link 34, applied to the strop of each
lower block.
The boat is connected to the davit tackles by a rigid connecting rod 35, extending
from one sling 36, to the other. The rod may, however, be made with a joint in
the centre of its length (vide Fig. 1×) to render it more convenient for placing on
one side when not in use. The ends 37, 38, of the rod engage with the boat slings
and with the link fitted to the lower block of the tackles as represented on the
drawings; they are preferably curved or bent in the manner represented to engage
with the fittings and prevent the rod from being too easily withdrawn. The fore
end 38, is fitted as a tumbler-slip pivotted at 38*, and doubled back so as to work
in the same direction as the after end 37.
The boat slings 36, are each fitted with double lugs 39, sufficiently large to
receive the slip ends 37, 38, of the connecting rod 35; the after lug 39, of the
two on each sling is pivotted to the sling, as at 40, and acts as a slip or tumbler for
hooking on the boat, vide Figure 4. Before the boat comes alongside, all should

page_text: be arranged ready for hooking on, the rod 35 should be in its place with its slip
ends 37, 38, projecting through the foremost lng 39, on each sling, the after lugs of
which are thrown back ready to receive the links 34, fitted to the lower blocks of
the tackles. To hook on, the links 34, are placed over the slip ends of the rod 35,
and the after lugs on the slings are brought forward over the slip ends of the rod
and secured by pins 41, passed through them, so rendering it impossible for the sea
to disengage or unhook the boat while in the act of hoisting.
The above referred to arrangement may be reversed, i.e. double links or safety
links may be fitted to the lower blocks of the tackles and single lugs or long links
may be fitted in the boat for the ends of the rod to pass through so as to connect
the one with the other.
In either arrangement, the rod 35, can be fitted to work either above or below
the thwarts as desired.
For disconnecting the boat from its tackles, the boat rope 42, is used, either
operating directly or indirectly as hereinafter described.
When acting directly, ride Figs. 1, 5, & 6 the end of the boat rope is passed
through the slip end 38, of the connecting rod, and a long eye or bowline knot is
formed in it. The end of the rope on board the ship is taken well forward and
slackened sufficiently to allow of the boat being lowered into the water before too
much strain comes upon it. Directly the boat is water-borne, the whole of the
towing strain comes on the boat-rope, and consequently on the rod 35, which is
thereby casily dra vn forward so as to simultaneously release both ends of the boat
from the davit tackles; the rope being simultaneously freed from engagement with
the rod 35, by reason of the slip end of the latter tumbling over, leaving the boat
with sufficient way and sheer to clear the ship's side.
When acting indirectly, vide Figs. 2, and 3, there is fitted in the bows of the boat
on the inner part of the stem, a small clump single block 44, in line with the rod 35,
and in the head-sheets of the boat is also fitted a slip 45, the length of which is
somewhat greater than that of the slip end 38, of the rod 35. To the upper part
of the slip 45, there is attached a stout line 46, or a chain or the like which is led
up through the block 44, at the stem and is fastened to the slip end 38 of the rod 35.
On the after part of the foremost or second thwart 47, is fitted a roller 48. The
boat-rope 42, is led along from the forepart of the ship in the usual manner, a long
bowline knot being made on the end and the bight of the bowline passed over the
gunwale of the boat abaft and under the thwart 47, and the roller 48, and over
the slip 45. The slip is placed in engagement with its holding part and the line 46
fastened to the slip end 38, of the rod 35, taut from the slip. Thus, when the boat
is lowered into the water, the falls are let go, and the whole strain of towing comes
upon the boat-rope, which, by the means described, easily draws forward the
rod 35 as the latter is relieved of weight directly the falls are let go, and the
tackles are released from the slings, immediately after the slip 45, is withdrawn
from its holding parts and the boat-rope clears itself giving the boat, sufficient way
and sheer to clear the ship's side. The boat may be disconnected from its tackles
by means of a sufficiently strong spring fitted to the rod 35, in such a manner as to
work with or without the boat-rope.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is.
1. The herein before described improved apparatus for clearing, lowering and
disengaging ships' boats.
2. The herein before described method and means of simultaneously releasing
the pairs of breast and cross gripes securing ships' boats to outboard carrying
davits.
3. The hereinbefore described method and means of lowering ships' boats square
from the davits.

page_text: 4. The hereinbefore described method and means of ensuring the automatic dis-
engagement of a ship's boat from its tackles upon its being water-borne.
5. The herein before described improvements in
slings.
Dated this 10th day of June 1891.
or applicable to the boat
DAY, DAVIES & HUNT,
321, High Holborn, London, W.C., Agents for the Applicant.