CERTAIN IMPROVEMENTS IN THE MACHINERY FOR THE IMPROVED CONSTRUCTION OF WINDLASSES AND OTHER MACHINES FOR WHICH THE SAME INVENTION IS APPLICABLE
Year: 1854

page_text: Office of the Commissioners of Patents, with his Petition and Decla-
ration, on the 6th February 1854, pursuant to the 9th section of the
Patent Law Amendment Act, 1852.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, ROBERT
JAMES MARY'ON, of No. 37, York Road, Lambeth, in the County of Surrey,
Gentleman, do hereby declare the nature of the said Invention for "CERTAIN
IMPROVEMENTS IN THE MACHINERY FOR THE IMPROVED CONSTRUCTION OF WINDLASSES
AND OTHER MACHINES FOR WHICH THE SAME INVENTION IS APPLICABLE," and in
what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement, reference being had to the
Drawings hereunto annexed (that is to say):-
Firstly, I construct my windlasses on various plans to suit the particular
form of vessel that require such applications, the principles of which I here-
with give in Drawings annexed, and have for their particular purpose, firstly,
a means of bringing up ships or vessels by a much more easily and safer and

page_text: reception of power revers
H, their being an aperture through the box by which means the levers can be
shortened or lengthened, vise versa, at pleasure, to the necessary speed or
power. b is a sheive to guide the pumping motion of chains. Thus it will
be seen when the men depress the starboard levers, the larboard pumping lift
will be raised at K swivel pin, consequently the starboard pumping lift will
fall, and thus it will be seen a continuous rotatory motion will be gained. To
effect this I construct a single wheel with a groove struck in the outer circle,
so as to form a flange to serve as a guide for the starboard and larboard lift
boxes or grips to pass and repass each other when they rise and fall therein,
which the lever grips are formed inside of and on each side of the wheel. Thus
the teeth are conical from the outside to the centre, into which the lever cants
the lift bar when the strain is applied, at either side of the wheel, and brings
round the windlass. d, d, is the palls which stop the barrel from reversing or
loosing any chain there may be wound thereon. These palls are of novel con-
struction, as they are fitted within the standard heads at e, e, and thus the
wheel receives a fair support from either side by the palls taking action at the
purchase. Thus one wheel is made available for all the purposes which many

page_text: Mary'on s
wheels are employed in windlasses of old construction. I, I, is the grip bands
my corrugated barrels, so as to render the chain less liable to slip, and also for
or straps; 9, 9, 9, 9, is the gudgions or shaft which secure the barrels; f, f, is
forming a division on the barrel M, so that two cables either side can with
5 ease and without contraction become at one time or when required wound on
the barrel, or when required to gain speed extra, and having only one cable
out at either side of the ship, the cable can, when a stop is on, be shifted
from the barrel M of the small diameter to the large diameter, and so alter-
nately gain speed or power at desire. Figure 2 shews a plan of my improved
10 reversible double barrel safety windlass, which is so constructed for the use and
purpose of bringing-to of ships, when required, with much greater facility than
can be effected by any other mode in use. a, a, is the lever boxes for the same
purpose as before described, being what I term a through box. B, B, is the
improved speed or power motion and wrought metal internal band protective
15 ratchet wheels, details of which is shewn at letters B, Q, Q, and P, being the
means applied for gaining speed or power by having a hollow box cast or
otherwise formed on either or both sides or cheeks of the pall boxes; it
may be a grooved slide to any form, so as to give sufficient strength to contend
with the strain applied, so as to conduct the lift bar towards the axle of the
O windlass when power is required, and when speed is required so on to the outer
extremity of the purchase, and so bring round the windlass. Q, Q, shews my
protective wrought-metal covering bands, which are inserted in a groove so
formed inside each flange of the ratchet wheel, and is secured to the pall
boxes by means of a screw seen at Q, Q, or other suitable fastening, so that
the bands travel with the pall box as the levers heaves or forces round the
windlass. C, C, are clutches to connect or disconnect either the starboard or
the larboard barrels of two or more pins, details of which is seen at C, C, in
Figure 2. D, D, is the chain wheels constructed so as to grip the cable at
any position it may be thrown in. It will at once become apparent that when
a strain is applied to any chain it will immediately twist to the angle of
45 degrees in relation with each link alternate, this being the position of the
chain when in the grips of the barrels D, D, so it will be seen that every
link of the chain cable will receive a uniform grip or pressure when weight or
strain is on the cable, and this particular form of barrel is peculiarly adapted
windlasses, by reason of their being allways a desire to keep all the
chain got or brought inboard by the pumping lever motion, and which chain
parrel or wheel is capable of only holding the chain in that position shewn at
Figure 2, letter D; that is to say, when the chain is wound thereon, or in
ontact with the abutment of the ratchet tooth; and the same being two bevel
to

page_text: ratchet wheels of common form, consisting
and bottom teeth, to give
placed with their axles towards each other, tooth to tooth, they form a conical
strength of any sise pitch, it will be seen that when these two bevel wheels are
aperture, and will consequently take any sise chain, as the chain will fall with
gravity, and the ratchet teeth will hold it in any position it may have de-
scended. The wheels e, e, e, is the standard heads. f, f, is the breaks or barrel,
chain barrel, and which is free to turn either way on its own axis from x, x,
or drum which the break is applied to, for the purpose of the reversing the
and the shaft has keyed on it a suitable boss at every part, as shewn in details
of Figure 3, where the chain reversible barrel takes it bearings when paying
out the cable, so that there is no wear or tear upon the shaft or gudgions
at L, L, L, L). g, g, the stoping palls ratchets for holding all the strain to
which the windlass is subject. H, H, is the levers for applying power, shewn
and described as broken, and which can be shortened or lengthened at desire,
as before shewn and described. i, i, is the connecting rods or links. K, K, is
the slide, which, when speed is required, should be brought as near as possible
to the axle of the windlass, and when power is required, shifted as much as
possible towards the bows of the ship. It consists of any of the common
slides used in machinery, but I prefer the method shewn at letters K, K.
r, r, r, bearings for the shaft. M, M, is the stoping pall boxes; and N, N,
is the stanchions, bolted to the standard heads for receiving the strain of
the break lever. 0, 0, is the broken ends of the shaft, which in the windlass
passes through entire the machine, and can have applied at each end of the
windlass suitable plain wood barrels of old construction at desire. Figure 3
shews my corrugated chain barrel, which may be made of cast or wrought
metal or material, and has for its use and purpose to prevent the cable from slip,
rick, or contraction when passing in or out board, seen at letter I, and is free
to turn either way, revolving on the bosses at L, L, which said boss is shewn
on and off the shaft dissected at P. Keyed on M, M, is a washer, to prevent
any wear on the side of E, E, standard heads. K, K, is a slide clutch formed
with a flange, and capable of being inserted in the chain barrel, there being
formed within that barrel a suitable recess to couple the chain barrel with the
pumping ratchets and shaft. Thus it will be seen that the starboard and lar-
board barrels are disconnected from the main shaft and other portions of the
machine which form the principle features of this said windlass, as either star-
board or larboard anchors can be let go separately or together, and wound up,
visa versa. a, a, a, a, is the lever boxes which work diagonally,
whereby longer
levers can be brought to bear upon the windlass, and shortened, as before seen
at Fig. 1, and described or used as shewn in the Drawing of the diagonal

page_text: lever box,
ut or with an aperture through them. D, D, is the opposite
action. c, c, the connecting rods or links. d, the ratchet wheel, and more fully
shewn at Figure 3, and in details. F, is the break. G, is the lever box for
acting on the break band, and which also acts on the union disconnecting
5 ladder, so called by reason of its being secured to one of the arms of the lever
box G, which when pressure is applied raise the stoping palls out of gear with
the ratchets at H, and thus allows the reversible action of the entire barrels,
so fast as may be required. While performing this operation, should the man or
break meet with accident, the ladder will fall by its own gravity, and with it
10 also the stop palls will fall into gear, and stop the cable, when the cable can be
surged over it in the manner as is customary in the marine. Details of the
breaks and ladder is shewn at letter L of details, and letter S; T, T, T, the
stop palls; u, u, u, denote the cams or spokes of the ladder acting under every
pall, so that the machine is well timed; V, is a segment of a circular form,
5 and is so constructed as to obtain an equal length of palls, and thus they pos-
sess an equal gravitation when falling into gear, and is secured to the standard
head, shewn in Fig. 3, at E and O. N, is a stanchion before described; and
0, 0, is the back support of the pall box V, and shewn at letter L, and
before described; R, R, R, R, is the windlass bearings. Figure 4 shews my
construction of windlass, this being so formed as to receive two ratchet pumping
wheels in the centre of the windlass at A, A, being arms of a uniform distance
with the axle b, shewn small; or is worked by or with a segment of a wheel
plain, winding thereon, and giving off at the same time alternate a chain as
seen in the reference to letter P. Figure 4 in detail lettered the same as
Figure 4, whereby the connecting links or rods are continuously raised and
lowered at one and the same time, as represented at A, A. b, the beam (B,
the ratchet motion on the well-known principle expired of Mess' Oglby and
Douglass), with my improved speed or power levers and protective wrought
metal covering bands, which are described and shewn at Q, Q, in Figure 2,
C, C, are the clutches, there being a suitable recess cast in the chain barrel D,
which has a curvilinear groove to receive the same. It can be disconnected, as
before shewn and described in Figure 3. Therefore it will be unnecessary to
go further into it, this being much the same in its essential parts, with this
difference, that the two pumping ratchets are placed between the standard heads
side by side, instead of outside the standard heads, and are worked by diagonal
H, where that action is preferred to that of athwart ship, as seen
n Figure 2, and before described by the reference to letters a. a, A. It will
be seen that at letter h is a tube or box, which the through boxes shewn at a, a
are formed so as to clear; the gudgion, Q, Q, bearings, and the studs shewn in
levers at H,

page_text: the Drawings at e, e, are fastenings for the security of the levers in that position
and in details A, a, a, is the diagonal lever boxes; e, e, is fastenings; B, B, is
will here briefly recall and recount the parts of the windlass, thus:-Figure 4,
required, which may be a pin or screw. And to prevent any misunderstanding I
the pumping ratchets; letter C, C, is the clutches; D, D, my chain curvilinear 5
barrel; E, E, E, E, the standard heads; F, F, the breaks; G, G, the place of
the break lever boxes; H, H, the gudgion of beam motion; I, I, the con-
necting links or rods; K, K, K, K, the slide for shifting the leverage of the
ratchet slides at p, p; L, L, is the bosses on which the wear takes effect in
reversing the chain barrel; M, M, is the stopping pall boxes support; N,N, 1
is the stanchions; 0, 0, is the shaft end to receive the ordinary wood barrels;
P is the main shaft passing through the whole or entire machine; Q, Q, is
the frame of top work; R, R, R, R, is the bearings of the shaft; H, H, is
the part for the reception of the socket diagonal lever box. Figure 5 shews
my improved windlass worked by means of a capstan from any upper deck or
forecastle, by the ordinary means of capstan bars, which is connected or dis-
connected by or from the windlass by means of the coupling pins at A, A,
which pass into the screw shaft head, and thus connect and secure it
together; B, B, is the screw shaft, and C, C, the antifriction rollers tooth
wheel; D, D, are the bearings for the screw shaft; and E, E, the standard
heads; F, F, the break bands barrels; g, g, the stopping pall ratchets;
H, H, the chain wheels; P, the shaft; L, L, L, L, the bosses; M, M, the
stop pall boxes; N, N, the stanchions for breaks; 0, 0, the parts of shaft
for continuation and reception of the same appointments as those applied to
any of the other windlass before described. Thus it will be seen that the prin-
ciple features of this windlass consist in having the antifriction power applied
for the purpose of winding up chain or cable in lieu (of the pumping ratchets);
this class of windlass being more suitable to ships of very large class or
dimensions, and which said antifriction power or movement I construct to
gear with the common screw, in lieu of the ordinary tooth wheel, for every
purpose to which it may with advantage be hereafter found applicable. A
few of such purposes as I think necessary I shew in Drawings, and describe
in detail, either in wheels or segments, to such machines as winches or
crabs or steering apparatus, various in form, to meet the necessary require-
ments of ships of various construction, and required perfection by purchasers.
Figure 6 shews the manner in which I apply my improved antifriction
mechanical power movement in the form of a steering apparatus or machine.
A is the segment of the wheel, so formed as to be capable of receiving a set of
antifriction rollers, which revolve or rotate on their own axis. When pressure

page_text: Mary
is applied to the screw shaft, the bosses of the segment wheel A can be cast on
the outer surface or rim of the wheel, at such suitable angles as is required by
bushed with anticorrosive metal or metals, and when fitted can be secured by
the pitch of the screw intended to gear with it, and which said bosses can be
5 caps, rivets, or nuts, or any of the suitable fastenings, section to section; and
thus it will be seen that the rollers will be free to turn on their axis between
the bosses of each segment "shewn in details at letters P, P, C, C, C, C, C.
Their being only five teeth employed in this wheel segment wheel, the bosses
of the wheels made on this principle can be made separate from the cast rim,
10 and be screwed or bolted, riveted, or otherwise secured to the rim of the wheel
or racks, or as may be formed of the best practical method for to gear with
any of the mechanical movements for any advantageous use or purpose I apply
the same. B, B, is the rudder head, and larboard and starboard levers, or
cross-head; and C, the antifriction roller tooth wheel placed vertically; D, the
serew fore and aft ship; E, E, is the levers acting on the rudder head at I, I,
shewn in details, which said I, I, is universal joints so as to admit of the
levers moving out of a straight line, which pull and push in opposite directions,
when the screw forces the antifriction wheel either backwards or forwards,
and visa versa, by the connections at G and H; F is the frame of the stand;
M is the stern of the ship; N is the collar to resist the pressure of the screw
shaft; K is where the steering wheel is applied to give motion to the screw
shaft; D, C, separate shews the roller construction. Figure 7 is the position of
placing the screw and tooth antifriction wheel athwart ship, either before or
baft the rudder head A, B, C, D, the same as before described; K, K, is the
Irum or barrel around which the rope or band or chain is wound, and so con-
ucted to a drum or barrel on a shaft to which the steering wheel is fixed, and
hus motion is communicated to the antifriction wheel, which angles the rudder
ead as necessary. The antifriction rollers may be made of a larger diameter in
e centre, so that they wear longer. Or, in lieu of the long rollers shewn at
igures 6 and 7 in the Drawings, I construct windlasses worked by a circular
ller antifriction tooth, placed vertical around the outer surface or rim of the
heel, and geared with a ordinary screw of a suitable pitch. The antifriction
th I construct by having a wheel cast with circular teeth (in lieu of the
mmon tooth used for screw motions), having an aperture through the tooth
a pin with a conical head to pass through it, so that it keeps the antifriction
lar which is passed over the cast tooth from working off while it is rotating
pressure of the screw thereon; and the same may be made otherwise, a
may be made in the solid, a tooth turned and passed through a suitable hol
I'd through the rim of the cast wheel, so that it may turn on its own axis i
the

page_text: yc.
the bearing, same as those shewn in detail of windlasses at Figure 5 and Figure
12. The principal feature of all my antifriction movements consist in causing
horizontal formed antifriction rollers, as Figure 5 shews, applied to my windlass,
a circular tooth wheel to gear with a common screw, made either of vertical or
for to produce a rotatory motion of the barrels, and which said movement I5
apply to other machines, to which it may with desire or advantage be hereafter
employed as a mechanical movement. Figure 8 shews my improved windlass
on the single wheel, reciprocating speed or power lever, disconnecting corru-
gated chain barrels, reversible compound screw and lever safety breaks apparatus,
athwart ship action. A, A, are the through boxes for gaining speed or power, 1
as before explained in Figure 2, by passing the lever through the box so as to
shorten or lengthen the lever; B is the frame; C, C, the place of the joint for
connections with the nip lever purchase at H, H, shewn in details; D is the
stop palls teeth around the rim of the wheel D; E, E, E, E, are the standard
heads; F, F, the breaks; G, G, is the screws for acting on the breaks; N,N, 1
is the handles of the wheels used to rotate the screw shaft; 0, 0, is the bear-
ings or framework of the breaks apparatus; I, I, are the corrugated barrels;
K, K, the clutches; L, L, L, L, is the bosses on which the chain barrels rotate;
M, M, is the washer to keep the barrels of the standard heads; P, P, is the
ends of the main shaft for continuation of any other barrels; is the swivel
pin of the beam motion; R, R, R, R, are the bearings of the shaft. Figure 8,
in detail shews at A, section, my compound screw and lever action of breaks.
A is the section cut off the windlass at the break which F represents; E, E,
is the standard head; G, the screw; I, the nut; K, K, the forceing levers;
M, M, the fulcrum levers; N, the handle; 0, 0, the bearings; S, S, the break 2
bands connections; R, the expanding joint; P, the shaft; L, the boss of the
shaft; A, a, shews another method of acting on the breaks; G, G, shews a left
and right handed screw cut on one shaft rotated by the wheel N; I, I, the
nuts of the connections at S, S; F, F, shews the breaks broken; 0, 0, 0, the
or contract when the shaft is turned the reverse way, and this kind of break
bearings of the shaft. Thus, as the screw shaft is rotated, the nuts will expand 3
purchase may be placed vertically, or horizontally, or diagonally, either acted
on from the top gallant forecastle or spar, or any deck. B, section, shews my
opposite reciprocating single rotatory nip lever purchase wheel; A is the joint
pin or connection of the nip lever to the connecting link C; b is the nip lever 35
box or case which is secured to the side of the flange of the wheel; H is the
side flange. So this box is formed of two parts, and clips the rim of the wheel
around which it travels, and when strain is applied to the rod C it tightens
small wedge swivel inside the box against the surface of the wheel H.

page_text: Marg
The dotted lines indicate the recess or groove into which the flanges of
the nip lever boxes takes hold and is free to travel in when the nip
lever is released. D, shewn in dotted lines, indicate the stop pall teeth.
Qis the aperture cut in the standard head for the nip lever box and
5 connections to act upon the rotatory wheel. This may be constructed with
teeth formed around the sides of the flange, and a canting bar, same as
shewn at Figure 1, or with palls formed inside the boxes to time the teeth,
similar to any shewn in details of pumping rotatory motions, in lieu of the nip
lever, when preferred to that action. P is the shaft, and may be worked
or fore and aft, or athwart ship, as most suitable to the construction
10 diagonally,
bulls eye
of the vessel. Figure 9 shews my reversible windlass, constructed in order
also to take up as little room as possible, or much less ships room than any
yet constructed. Figure 9 represents this. A is the midship rope stanchion;
B, B, represents the fore and aft stanchions; c represents a man having the
15 reversible or lowering rope in hand, which is merely passed under a cleet or
secured to the inside of the boat kelson, so that the man can hold
the lowering rope N in check, should the boat be required to go fast or slowly,
or altogether stop. D, D, are two men, one in the bow and the other in the
stern of the boat, ready to let go the connections of the two suspending ropes
0 or chains M, M. The one is passed over and the other is passed under the
barrels, in order that they may be at one time wound on or off when motion is
given to the pinion E, which is on lowering the boat caused to revolve by the
weight or gravity of the boat attached to the rope N, and again wound up by
means of a crank or other suitable handle placed on the axis of the drum
pinion G, which when rotated will force the barrels F, F, in an opposite
direction, and wind on the ropes M, M, and give off the rope N, which may
be coiled up
in the boat ready for use, or can be stowed on board the vessel,
and lowered by a man on board, by passing the rope N under O, a cleet, and
so slackened off to admit of the barrels F, F, reversing. (In lieu of rope
a chain can be used). Thus it will be seen, as one barrel gives off rope or
chain, the other barrel will be taking on rope or chain, and so on, visa versa.
H is the framework. I, I, the fair leader rollers or sheivės. K, K, K, K, K,
re the common ship timbers to which this machine is fixed, and will not
roject beyond the tafrail, and therefore is the most suitable for this purpose,
s it does not occupy any deck room, and may in one moment of emergency
e acted on to save life, as the boat can be loaded with passengers, or crews,
r merchandise, and then lowered by one man in the boat, as seen at C in
e Drawing, with great facility and safety, as the man in charge of the
wering rope N can increase or diminish the velocity at desire, and an ever

page_text: keel is maintained of the boat when lowering (as it entirely avoids the
dangerous practice of keeping the boat alongside of the ship when lowered for
passengers to embark, which so frequently swamps the boats). The stanchion
A unships so as to bring on board the boat when slung up. Figure 10 shews
windlass A, constructed so as to occupy less ship room, and is so formed that
my reciprocating speed or power lever, curvilinear grip, cable barrel, reversible
the top arch frame and beam can be removed at letter A, a, a, when required
for to pass the cable into the curvilinear chain barrel, and visa versa; and I so
form a guide groove outside on the rim, and at the side of the curvilinear
chain wheel, for to receive the flange of the pall boxes to travel in, shewn at
letters B, B; and I construct this purchase grip either with teeth of any form,
or with a plain surface, and I obtain a temporary fixture of each pall box
alternate to the curvilinear wheel by means of a canting pall or palls niping
against the teeth or plain surface of the wheel, which thereby struts off the
box when strain is applied to the beam levers, alternate at letters C, C. This
pall
principle of grip purchase is shewn at Figure 10, in detail, which shews at
letter D, my compound lever grip, which I apply to all my opposite actions,
when I construct windlasses for large ships, or where great power is required,
as by this compound grip lever it enables the men to get more leverage
over the axis of the windlass, and which can be fitted to the same machine
by placing the lever beam at letter A more towards the bow of the ship.
Letters E, E, shew the grip palls or wedge and pall boxes. Letters F, F, is the
place of the breaks, (same as those before shewn and described in Figure 3
in detail), and is intended to be used in lieu of the capstan), placed in or about
the same part of the vessel, so that the chain or cable will lead fair from either
hawser hole of the starboard or larboard, and there can be wound thereon as
many cables at one time as may be required, as my curvilinear groove at
letter G is so formed as to be capable of receiving any quantity of chain inserted
therein by reason of the chain taking a sinious course; and consequently it
will become so firmly griped in the curved groove that it cannot slip, and
requires only a single layer of chain passed over it. The groove is made
conical, so that the cable wedges itself in and is conducted into the groove by
means of the chain abutting against either side of the bolster heads, or its own
gravity shewn at letters H, H. The groove is made of any depth and width,
according to the quantity and sise of the cables required to be wound on at
one time. This kind of wheel is peculiarly adapted to the marine, as it will
ake various sise cables with their shackles, and in any position they may
hrown in the curvilinear groove, and in any quantity one layer of chain over
he other (without the least possibility of fixing or contracting, and will deliver
be

page_text: each cable separately, either inboard or outboard). Figure 11 shews my wind-
lass, which combines the same principle as my other windlasses, differently
arranged, viz., I construct this windlass in order to meet the requirements of
clipper built ships requiring their windlasses more close to their bows, and is
5 so formed as to give off separately or collectively their larboard and starboard
cables, and wound up or weighed, visa versa.
Letter A, A, is my lever beam
through boxes; F, F, my safety union disengageing apparatus; I, I, my curvi-
linear barrels; K, K, the clutches (all of which I have before shewn and
described in Figure 2, 3, and 10). The principle feature of this windlass consists
10 in having one of my curvilinear chain barrels on each side of the centre of the
windlass, so as to lead fair with the starboard and larboard hawser holes, which
is divided by a centre bearing at letter E, R, to give greater strength. N, N,
the break stanchions. The windlass is rotated to wind on the cables by the same
means as Figure 10, viz., by having the pall boxes and grips formed on either
5 side of the curvilinear wheels H, H, (thereby I dispence with the two pumping
rotatory wheels used in other windlasses,) which renders this windlass less
complicated, and occupy less room. When the windlass barrels are required to
reverse, the connecting links are disconnected, and the nip lever or wedge
pall and boxes is withdrawn from the sideing pumping boxes, and consequently
0 they fall with gravity on the deck, and the curvilinear wheels are then free to
reverse to pay out the cables by means of the breaks revolving separately or
collectively on their own axis on the shaft bosses. Thus, as before described,
no wear can injure the main shaft (previously given in description at Figure 3).
Figure 12 shews my antifriction power applied in gear for rotating windlasses.
The principle difference of this windlass movement to those previously described
in Figure 5 consists in the screw shaft being driven by what I call my
reciprocating speed or power lever, gearing at letters a, a, which I construct
by placing two wheels of ordinary form in gear of an equal number of teeth.
At the sides of each of those wheels I form a fine tooth or plain wheel, and a
guide flange, seen at letters B, B, B, B, whereby they serve to secure the nip
lever boxes lettered a, a, to take their grip purchase on the fine tooth wheel.
the nip lever purchase or wedge having a slot so formed on the nip lever as to
clip over the gearing tooth wheel lettered C, C ; so it will be seen that as the
lever is raised, the nip pall or wedge will be raised also, and thus will clear the
grip wheel when raising to take purchase. Thus a continuous rotatory motion
is gained by having one of the gearing wheels keyed on to the main shaft, an
a reciprocating action is effected by means of each nip lever being connecte
by what I call my arch joint reciprocating action, seen at letter D, which is s
Formed as to be capable of expanding only in one direction by having tw

page_text: stops formed on each joint limb, seen at letters E, E, and which same action I
action is required or preferred to the common crank handle. The boxes at
apply to any kind of windlass or winding machine where a reciprocating lever
letter a, a, is formed to ship and unship the power levers. Letter F, F, is
the swivel bolts of the nip pall wedges, which is formed entire with the lever
box, for to obtain greater strength. Figure 13 shews my antifriction power
movement applied to a windlass for the rotatory action of the barrel, which is
driven by a crank handle at letter a, B, in lieu of the common gearing tooth
wheels; letters C, C, the antifriction rollers; D, D, the bearings or bosses,
which is shewn in detail in the construction of gearing inside wheels for any
winding purpose where great strain is to be overcome.
That modification in
detail of Figure 13 shews my plan of my antifriction movement intended to
gear for driving the screw propellor (in lieu of the common gearing now
employed). Its peculiar advantage consists in or by destroying to a very great
extent the friction and noise in the common gearing, by the rollers revolving on a
pin passed through them, or otherwise on their own axis, revolving in their
bosses at letters D, D. The rollers can have a centre half steady bearing, when
required. B is the pinion; E is the driver speed wheel. Figure 14 shews my
improved safety riding cable grip, reciprocating, reversible, conical, concave,
chain barrels windlass, which I construct, in order that the cable, after the anchor
has been broken out of the ground by the power windlass, it can be with
greater facility raised to the deck by means of driving gearing wheels either inside
or outside the cones lettered a, a, which I construct by forming these cones
concave, similar to receive the convex parts of chains exterior surface, in order as
they rotate they form a conical concave aperture, as seen at Letters B, B, into
which the chain cable passes, and is so conducted in and out board, and is
retarded by means of a break plug applied to each cone at letters C, C, which
consists of having a cone of plain exterior inserted inside the fluted cone. This
inside cone is raised and lowered by means of the straps or other suitable
power lettered D, D, which consists of jointed straps passed over the caseing
of the windlass, and are connected to a screw at E, E, which consists of a left
and right handed thread. The screw is acted on by a lever inserted in the hole
t F, and rotated either way. Thus, as the nuts are expanded or contracted, the
oints D, D, are raised or depressed alternate, and thus the inside friction
ones being connected to those joints lettered C, C, they are forced in or out
f the fluted grip cones, and thus the cable can be payed out at any degree of
elocity at desire simply by one man. The largest ship afloat can be brought be
rought to anchorage with the greatest ease and facility without the slightest
ork or shock of the ship or cable, and when riding will pay out, give, or fleet,

page_text: 5
power
and thereby prevent fouling, with great safety. Their is formed in the outside
formed around the inside or outside or top surface of the fluted cones, whereby
case a slot, suitable for receiveing G, G, pinions, to gear with a tooth piphery,
is communicated by crank or my reciprocating lever handles for the
of winding up or inboard the chains or cable shewn at letters H, H.
Those fluted cones are arranged at such suitable angles as is necessary to
form the required conical aperture at I to receive the chain; K, K, is the
purpose
of each fluted cone, which I construct by forming a section of a sphere at N,
10 with a boss either cast with the spherical section, or by securing a wrought-
metal boss or gudgion in the same, which is formed at O, O, with a square
towards the upper end, over which the fluted cones are passed down to a round
collar, around which they revolve, the upper bearing being formed by inserting
hollow tube through the cases lettered P, P, through which bearing the
15 connection is formed with the inside friction cones by rods connected to the
joint straps at D, D, and is passed over the upper square of the gudgion of
the sphere section, the friction cone having a corresponding square hole cast
therein. Thus the strain of the friction cone is conveyed to the gudgion
at O, O, and remains stationary, while the fluted concave cones are rotatory,
0, and when forced down the friction is brought to bear on the whole of the
inside surface of the fluted concave cones, and thus the breaks are formed to
give off cable, or sometimes the friction breaks. I construct on the exterior
top surface of the cones, by having a suitable corresponding cover to fit that
surface, either formed of metal or of wood, or any material for to obtain friction
over the fluted cones, and the same may be acted on by an eccentric or cam
lever or vertical screw purchase over the friction surface, as the peculiar
position in which this windlass or cable grip may be required to be fitted in,
and which I construct either with or without the gearing winding wheels,
before explained, to act in concert with my power windlass or any other
heaveing winding machine. The details of this my safety riding cable grip,
reciprocating, reversible, conical, concave chain barrels windlass, are shewn in
Drawings lettered the same as the Figure 14. Thus: at B, B, is shewn the
cable in gear with the conical concave barrels, through or between which the
cables and their shackles pass freely by their own gravity in an outboard
direction, when retarded by the internal cones lettered C, C, and when stoped
is palled by wedges seen at Q, Q, acting in concert with the concavity in the
cones on the under side near the deck, so that they are firmly palled for riding
Letters D, D, is the connecting links for raising or depressing the friction
conical plugs. Letter A is a vertical view, and M, M, is a horizontal view

page_text: stand or foundation plate lettered N. Letter d represents the dotted line of the
shewn upper side up at M. m is the square for coupling it with the spherical
connecting link. Letter M, n, shews a plan of the concave conical barrels,
under side up; the solid lines represent the concave parts of this conical
barrel, the compassed part at letter R, and the concave parts at letter r, the
under bearing on which it stands and rotates when working at letter M.
Letter M, m, shews the duplex cone,
S is the lesser parts of the concavities.
the upper side up; the dotted lines shewn at r; S is the conical concavities.
Letter T is the part in which the friction cone lettered C is fitted. Letter P
represent the part where the upper guide or steady bearing is secured after
the friction cone is inserted. Letter U is the guide and steady upper gudgion
through which the connecting link is passed to convey pressure from the
screw at D, D. Letters V, V, are merely a covering of any suitable form.
Letter U is the upper inside bearing; thus it is droped in the cone after all is
fitted, to connect it with the case at letter P. And having described how my
plans are to be performed and practically carried into execution in their
respective advantage, I will now state my claims:-
Firstly, I claim the whole and entire parts of Figure 1, as shewn and
described, details of which are shewn at letters E, E, and all and every part
thereof, either separately or collectively, as seen and before described, and which
said Invention I call or name my single wheel reciprocating speed or power lever,
opposite action windlass, which can be fitted with or without my improved
corrugated barrels, which I also claim either formed of wrought or cast metal,
for the two-fold purpose of gaining speed and prevention of the chains from
slip, rick, or contraction, with all modifications, not departing from the
essential principle combined in this part of my Invention as described (with
exception of the handle levers which the men apply their power to, which are
of old construction, and the same are used in all my windlasses, of which part
hewn in Drawings I disclaim); and I do particularly protect the principle,
y any means effected, the forming of lever boxes, or cases, or beams, as some
n the marine term them, with an aperture through the same, as shewn, or
therwise, than the Drawings, for the better facility of gaining speed or power,
y shortening the lever, without the complication and expense of wheels, which
effected by passing the lever through the box, and which I construct various,
ach as athwart, or fore and aft, or diagonally with a line of the ship or S
indlass, according to the purpose required by the machine, and for all and
very useful purpose they may be applicable, and this whole constitute
aim.
my
first
Secondly, I claim the principle of construction of windlasses, as shewn in

page_text: 5
ulasses, &c.
through box two-fold speed or power
the break
reversible ratchet chain barrel or wheel disconnecting windlass (the whole of
which, with exception of the V pumping and stop-pall wheels and levers, and
connecting links, and chain ratchet wheels D); and I claim, more particularly,
the means of couplings or connecting or disconnecting the chain barrels or
wheels from the pumping rotatory grip wheels, and which is shewn at Figure 2,
in detail, lettered the same as Figure 2, marked C, C, which are clutch pins,
and the principle of forming the pumping grip wheels with holes in a circular
line, so as to correspond with the holes in any of the chain wheels marked S, or
10 otherwise formed chain wheels than given in description at Figure 2, in detail,
and the method shewn at Figure 2 in detail. P, the pall box or lift speed or
lever power, and protective wrought metal bands at Q, Q, and the method of
bossing or caseing the shaft or gudgions with extra metal or material marked L,
and which I call or name my protective shaft boss; also the whole of Figure 3,
5 as constructed with details of Figure 3 at P and E, and as described in the
working Drawings and description (with the exception, that is to say,
bands and the pumping grip wheels in respect of their form of tooth, as they
are very common, as well as the breaks, as any kind of break now in use may
be employed, so these parts of the machine I disclaim); but I do particularly
claim or protect the method shewn at Figure 3, and in detail, and general
construction, of the reversible windlasses marked S, acted on by G, which I call
my union break and disconnecting ladder. Full description as shewn in detail
for reversible disconnections, which plan and principle, with all useful modifica-
tions, where the break or breaks are connected to the disconnecting ladder or
cams, to act upon the stopping palls, to disengage the same from gear with the
windlass, and thus become or form a union break for the two-fold purpose of
retarding, palling, and unpalling the windlass, and which I call my safety
disengaging union break apparatus, for all purposes which it may be with
advantage hereafter used or employed, and the entire of these several parts
constitute my second claim.
Thirdly, I claim the particular method of having the barrels of chain wheels
formed with a recess within their ends or sides, so as to receive the coupling
therein, the flange of which being formed eccentric, so as to connect the barrel
or chain wheel to the main shaft, and which essential advantage consist in
occupying less space, and the whole and entire construction of the windlass
shewn in the Drawings, and in Figure 4 in detail, and before described (with
the exception of the tooth wheels used for the pumping and stop palls), I
protect, and this constitute my third claim.
Fourthly, I claim the method of constructing windlasses on a single barrel

page_text: ye.
this windlass consists in having the opposite action of pumping, grip motion,
by Drawings, which I will here describe. The principle of
or movement outside the larboard or starboard outer standard heads, so as to
admit of the shaft or gudgions to support the centre chain barrel or wheels of
my construction, before shewn in Figures 1, 2, or 6, and before described,
being arranged between the two standard heads entirely clear of the pumping
ratchet or grip motion, and connected thereto, on the main shaft or gudgion,
by the same means before seen and described, with my safety union break
apparatus, applied in the centre with a stop pall ratchet wheel, or with the
ladder attached to a break on both or each side of the ladder, and this I term
my double union breaks reversible single barrel or wheel windlass, and which
I construct to render this machine less complicated for small vessels, and is
worked or acted on by levers or communicated available power, and this entire
constitute my fourth claim.
Fifthly, I claim the principle of by any means of constructing windlasses
where the chain reversible barrels or barrel or wheel shall be disconnected
from the pumping grip, either of tooth wheels or equivalent wheels, for the
purpose of reversible action, and the reversible barrel or wheels for the grip of
the chain shall be connected to the palling tooth wheel or wheels, or equivalent
formed wheels, for the purpose of holding the strain of the cable when the
anchor is holding on, and which said palling apparatus is either formed of
palls acting in gear with a tooth wheel or otherwise, or tightening wedge acted
on by any of the common mechanical actions, as a lever or by a screw,
whereby the chain or cable in its outward or outboard progress shall be so
retarded or altogether instantly palled, and thereby stopped, for the vessels
safety in riding, and prevention of loosing the cable, should the lever or friction
strap or other parts be parted assunder, by the wedge or palls instantly falling
into gear
with the chain barrel or wheel, and which I construct entirely clear
or free to revolve on its own axis (and the other parts of the machine, such as
the shaft or gudgions of the main body, and the pumping or forceing grip or
pall, ratchet or tooth rotatory barrel wheel or wheels, together with their
appointments, such as the end barrels of ordinary or other construction
remaining or being stationary while the chain or cable safety barrel or wheels
are rotatory, by the gravity of the weight in an opposite direction to the action
or working winding parts of the windlass before described); and this is what I
lo particularly protect and constitute my fifth claim.
Sixthly, I do claim the method of construction of windlasses as shewn and
escribed in the description given of Figure 5 (with exception of the capsta
nd screw, which is old in form, and this part of the Figure 5 I disclaim); bu

page_text: I do particularly claim the method of construction, either with or without
the machinery G and F, marked in the Drawing, and which is my reversible
safety disengageing apparatus, before described, and the antifriction roller tooth
wheel marked C in the Drawing; and to every useful purpose of machinery I
5 apply this my antifriction movement or power in the shape of racks or wheels,
or segments of the same, for every description of gearing machinery, part as
seen and given in description at Figures 5, 6, 7, and 12 and 13, so far part and
portion of these Figures which represent the antifriction movement of my
construction applied to steering apparatus or machines, and which said portion
10 of those Figures is what I claim as my Invention (and all the other parts of
Figures 6 and 7 I disclaim), which said movement I call or term my anti-
friction movement power, I claim as constructed and before described, with all
modification essentially combining the same principle for all and every useful
purpose.
5 And I having as far as necessary shewn and described how and in what
manner the same is to be performed, I wish it to be clearly understood that
I do not confine myself to the precise construction of shape, but to the
serviceable parts or principle thereof; and the entire of my windlasses shewn
and described at Figure 8, shewn and in detail, and which I call or name my
single wheel, reciprocating speed or power lever, disconnecting corrugated
chain barrels, reversible nip lever purchase compound screw, and lever breaks
apparatus windlass.
The whole and entire of this windlass, and the several
parts thereof, with all modifications, entertaining the same essential principles
or plan, either separately or collectively, and the whole of the windlass shewn
at Figure 9, as shewn, and before described, with any mere modification, such
as placing the drums vertically in a line with each other, or by the employment
of a double barrel, so as to take on the two suspending ropes or chains; in lieu
of three wheels then only two wheels may be used; but I prefer three, as it
renders the machine less prominent than two; and what I protect more
particularly is the method of lowering the boats, or of reversible action of the
windlass, by means of a pinion gearing with the drum or drums being acted on
by a rope or chain, and the novel method of lowering the boat by the man in
the boat with its freight, and to all other purposes fo which the peculiar
windlass may be found serviceable, such as raising and lowering heavy bodies,
which may be effected by passing the lowering rope under a suitable cleet or
equivalent means for holding the lowering rope N, seen in Figure 9, in check,
and giving off the same gradually as may be desired; and more particularly
the method of applying power to the breaks for the reversible action seen in
Figure 8, and in detail of that principle of expanding and contracting the
B

page_text: fulcrum levers and break friction bands lettered S, S, by means of a screw, and
also by means of a screw cut with a left and right hand thread, as seen at A in
detail, whereby the friction breaks are expanded and contracted by means of
rotating the screw shaft G, which may be applied vertically, diagonally, or
horizontally, as best suited to the place this machine may be fitted in the
vessel; and this whole constitute my sixth claim.
Seventhly, I do claim the whole and entire parts of my improved machinery
as applied to Figure 10; the plan of erection or construction, fitted with either
of my safety union break machinery, as shewn in Figure 3, and in detail; and
sometimes I construct a modification of this windlass by placing two of my
curvilinear barrels one on each side of the centre of this machine (in lieu of
one, as seen in the Drawing), and consequently the friction break or breaks will
be placed in the centre, in lieu of the sides of this machine; and I do construct
this modification in order that the starboard and larboard cables can be brought
more in a straight line with the curvilinear grip barrels; and the same I con-
struct either connected or disconnected in their reversible action by means of
severing the stop or ratchet wheel placed in the centre of the windlass, the safety
break being applied at each side of the stop pall, ratchet, or equivalent wheel,
the same can be acted on together or separately, and connected to the main
shaft by means of clutches, shewn in the general plans of Drawings; and more
particularly the method of obtaining compound leverage over the pall or wedge
and grip travelling box lettered E and D, previously described; and those
several parts and plan given in the Drawing of Figure 10, and in description;
and this whole constitute my seventh claim.
Eighthly, I do claim the particular plan of applying my improved machinery
shewn in Drawing of Figure 11, and in description of that windlass as con-
structed by me in order to meet the requirements of clipper built ships, and
more particularly the means of placing the standard head in the centre, whereby
[obtain a centre bearing for the main shaft or gudgions, and the several parts
of this windlass severally as explained, either acted on by my safety screw or
ever disengageing reversible union break machinery; and this constitute my
ighth claim.
Ninthly, I do claim the plan of construction and principle of my improved
achinery as applied to this windlass, connecting in having the screw shaft
riven or rotated by what I call my reciprocating speed or power nip lever 3
here-
earing, seen at letters a, a, and as described in detail of Figure 12, and to
I and every purpose for which my reciprocating nip lever gearing may
ter become advantageously employed (as the nip lever boxes cannot admit of
e lever passing through them, I do form a telescopic lever, whereby the

page_text: handle part of the lever is inserted in a case suitable, and this case m
lever box, and does slide up and down this case, which I call or name my
telescopic accommodating lever, for the purpose of gaining speed or of obtaining
power by shortening or lengthening the lever (the ordinary speed or power and
5 screw gearing wheels lettered G and H I do disclaim, as they are old), and
all the other parts of this machine separately, or collectively; and this constitute
my ninth claim.
0
Tenthly, I do claim the whole of Figure 13, which represents my improved
antifriction machinery, applied to produce a rotatory movement of a windlass
O barrel, as shewn and described, together with my modification of my antifriction
wheel movement, as applied to gearing, for driving or conveying of power to
the screw or other shafting, for the purpose of reducing friction and noise.
Therefore I call this my noiseless antifriction gearing movement, and which I
construct either revolving on the rollers own axis, or by having a pin passed
through the roller, and a nut or key or rivits to secure the same to the side
flanges of the wheel, in order that if accident occur at sea the roller may be
replaced by another spare roller, or by the bosses being made separate from the
rim of the wheel. The same can be made of wrought metal or anticorrosive
metal, and secured by rivets, nuts, to the rim of the wheel, whereby the rollers
are made portable; and this whole constitute my tenth claim.
Eleventhly, I do claim the plan of applying my improved machinery, as seen
and exemplified in Drawings and description of Figure 14, and which I call or
name my improved safety riding cable grip reciprocating, reversible, conical,
concave, duplex chain barrels windlass, acted on by the means given, in de-
cription or otherwise, to effect a rotatory action of the cones, whereby the cable
s firmly griped, and conveyed in and outboard ship with my reciprocating
earing, as seen in details of Figure 12, acting on the windlass, either athwart
r fore and aft ship, and geared with my reciprocating nip lever speed or power
ction movement (by any suitable tooth wheel common gearing); and I do
hore particularly claim the method of the construction of the cable grip, rota-
ry, concave, conical, duplex barrels, as shewn in gear with the chain, which
hables the chain to find its own pitch by the action of gravity as it descends
e concave cones; and as each cone passes or rotates the chain is forced or
agged into the cavity. To effect this the duplex concave cones are placed on
eir own axis at left and right angles, thus diagonally with the centre, and all
e several parts herein used. And I also construct this windlass without the
aring wheels to pay out the cable (acting in concert with any of
ndlasses or other machines for winding up the cable), and this more par-
my power
ularly adapted to act with my curvilinear chain barrels, as the cable can lay

page_text: in each of the barrels without a turn, viz., the curvilinear shall pump the cable
(up); and when thrown out of this grip it is then free of the power windlass,
and rests or is held by the safety riding windlass, concave, conical grips, when
by unpalling this machine the cable will by its own gravity pass outboard
through the grips, and become retarded by the friction of the conical plugs, 5
seen in the Drawings at letter C, and is covered in from the weather by a
suitable covering of any shape, or without a covering, to suit the convenience
of purchasers; and this whole constitute my eleventh claim.
Twelfthly, I do claim the method, as shewn in the Drawings and in the
description of constructing chain barrels with a curvilinear groove or aperture
to receive therein the cables, so that the barrel or wheel has a firm hold of the
cable, and prevention of slip, rick, or contraction, and is capable of receiving
and holding any sise chain in my position it may be thrown in the curvilinear
chain grip; and this constitute my twelfth claim.
1
Thirteenthly, I claim the means of adaptition for forming the division
between the starboard and the larboard barrel or wheel, or barrels or wheels:
and this means may consist of any kind of suitable bearing for the main shaft
or gudgions; but I prefer my plan shewn in all my double barrel power wind-
lasses, and lettered E*, and starred, which I call or name my midship standard
head or heads, and which essential advantage consists in providing or assuring
against accident while at sea, as my divisional bearings renders my windlasses
equal to two separate windlasses, and either the starboard or the larboard
barrel or wheel or barrels can be worked when either shall have been disabled
or broken down, and which said divisional bearings give additional strength to
he windlass; and this constitute my thirteenth claim; and all the several
arts, plans, and principles thereof, shewn and exemplified in the Drawings,
ith all mere modifications, not departing from the same essential principles,
may be retained, and the particular form vary in the shape. Therefore I
ish it to be understood that I do claim the whole and entire parts particularly
arked and before claimed, and the several parts thereof I apply to windlasses
old construction, separately or collectively, as may be desired; and I hereunto
t my signature.
hich
ROBERT JAMES MARY'ON. (L.S.)