OR METHODS OF TRANSFERRING THE LADINGS OF LIGHTERS OR BARGES INTO SHIPS OR VESSELS, OR FROM SHIPS OR VESSELS INTO LIGHTERS OR BARGES
Year: 1821

page_text: TO ALL TO WHOM THESE PRESENTS SHALL COME, 1, WILLIAM
CHAPMAN, of the Town and County of Newcastle-upon-Tyne, Civil Engineer,
send greeting.
WHEREAS His present Majesty King George the Fourth, in and by
His Letters l'atent under 'the Great Seal of Great Britain, bearing date at
Westminster, the Twelfth day of April last, for Himself, His heirs and succes-
sors, did give and grant unto me, the said William Chapman, His special
licence, full power, sole privilege and authority, that I, the said William
Chapman, my executors, administrators, and assigns, and every of them, by
myself and themselves, or by my and their deputy or deputies, servants or
agents, or such others as I, the said William Chapman, my executors, adminis-
trators, or assigns, should at any time agree with, and no others, from time to
times and at all times thereafter during the term of years therein unexpired,
should and lawfully might make, use, exercise, and vend, within England,
"A METHOD
Wales, and the Town of Berwick-upon-Tweed, my Invention of
OR METHODS OF TRANSFERRING THE LADINGS OF LIGHTERS OR BARGES INTO SHIPS
OR VESSELS, OR FROM SHIPS OR VESSELS INTO LIGHTERS OR BARGES;" in which said
Letters Patent there is contained a proviso obliging me, the said William
the said. William Chapman, by an instrument in writing under my hand and
seal, particularly to describe and ascertain the nature of my said Invention,
and in what manner the same is to be performed, and cause the same to
be enrolled in His Majesty's High Court of Chancery within two calendar
months next and immediately after the date of the said recited Letters Patent,
as in and by the same, reference being thereto had, will more appear.

page_text: NOW KNOW YE, that my said methods are principally applicable to the
transferring of bulky or ponderous masses from lighters to ships, or from ships
to lighters, with ease and expedition, by the aid of a steam engine as the
motive power, which steam engine and transferring machinery are placed in a
floating or movingvesselwhich I shall call a "Transferrer." I shall best explain
its use by describing its application to the unloading of the lighters or keels
used on the rivers Tyne and Wear for the conveyance of coals from the coal
staiths or shipping places on these rivers to the ships or vessels in which they
are exported. These keels convey a regular load of eight Newcastle chalders
of fifty-three hundred weight each, generally sent down in bulk, but in some
instances in eight separate cases, each of which, with its contents, weigh
upwards of three and a half tons, and by means of certain machinery on shore
are hoisted from the keels and brought over the hatchway of a ship or vessel
and shot down into the ship's hole. By means of the transferrer this operation
is not confined to any particular place, but the lading or unlading may be
effected wherever convenient.
Figure 1'will shew the transferrer lying between the coal lighter (or keel)
and the vessel which is loading. To prevent any great weight necessary to be
lifted from one vessel to another from either overturning the transferrer or
causing her to heel considerably, I use two methods, either separately or
combined. One of these is to connect the transferrer with the vessel to be
laden so that the one cannot heel without the other, and consequent the devia-
tion from the horizontal line must be reduced. This connection, amongst
other ways, may be done in the following manner, viz, by hooking one or
more chains or ropes (a, b,) to the gunwale on each side of the vessel, the
chain (a) being attached to the ship's gunwale next the transferrer, and to a
winch with wheel and pinion close inside of the latter, and the chain (b)
passed under the bottom of the vessel, and brought to another winch, after
which the different chains are to be hove tight. It is obvious that from time
to time as the vessel sinks deeper in the water from the increase of her
lading that the chain (b) must be let further out and the other chain
be hove in. The other method of in part preventing the heeling of the
transferrer is to cause a counterbalance weight to shift from side to side
opposite to the weight which is in the act of removing. As this counter-
balance is to answer the further purpose of preventing the waste of power,
by aiding in the lift of the weight to be transferred, it ought, if moving
through the same vertical extent, to be half of the weight to be trans-
ferred (or half of the weight contained, if the empty case be returned); but
as, for reasons obvious on inspection of the Figures I. and II., its arm of

page_text: lever must be short, that deficiency may be compensated by increasing the
counterbalance weight, and proportionally decreasing its vertical motion, by
which means it will answer the double purpose of a just counterbalance to
half the ascending weight, and an approximate balance to the transferring
vessel. The transferring vessel may receive further stability by attachment to
the lighter or keel. In commencing to load such vessels as will do little more
than stand without ballast, the connection described between the ship and
transferrer can be of little utility unless counter-bound by the ship's main
tackle m, Figure II., or by similar means, to the off-side gunwale of the trans-
ferrer, and by a chain or rope from that gunwale to the chain under the ship's
bottom, as shewn by the red line a, 2, in Fig. II., or after the manner in
Figure VI., where a 3, a 4, is a bulk of due strenth laid across the vessel's
deck, and projecting over the transferrer. a, 5, is one of the binding chains
passing under the vessel's bottom, which in this instance is hooked over or
attached to the end of the cross balk at a, 4; a, 6, the reverse binding chain,
is hooked over or attached to the balk over the opposite gunwale of the ship,
in place of the gunwale itself; and a, 3, the projecting end of the cross balk,
is counter-bound by tackles upwards and downwards towards the top and
bottom of a stancheon or upright top timber prolonged for that purpose above
the off-side gunwale of the transferrer, by which means it is obvious that on
whichever side the vibrating weight may be, the vessel and transferrer are so
connected that their individual tendency to heel to either side is counteracted.
As the transferrer, by the aid of iron ballast and the moveable counterpoise
described, will be able in general to sustain at some given angle of heeling
any weight requisite to be lifted, the trouble of counter-binding (extreme cases
excepted) may be dispensed with, as the result will chiefly be some waste of
power in depressing the side of the transferrer, and some attention in drawing
in the traverse chain 16, Figure II., so as to keep the suspendnig rope vertical,
or to produce the same effect by lowering the end of the vibrating frame so
much less, and then drawing the rope outwards to hook it on to the weight to
be raised.
Explanation of Figure I.-In midships of the transition vessel, and at a
due distance from each end, there is placed (secured at the bottom and by one
or more cross beams) a hollow column of cast iron, square from m downwards,
and cylindric upwards. m is a circular plate or projection from the cylindric
column, on which a belt of rollers, viz', truncated cones, are to sustain an
outer cylindric case c, c, with its projecting circular plate n. The belt of trun-
cated cones between these plates is to facilitate the circular motion.
On one
side of the outer column c, c, is fixed a crane sustaining the counterbalance

page_text: weight a, a, and directly opposite to it is the pole or jib p, p, supported by an
axis across its foot, resting on proper carriages on the plate n, and capable of
being so lowered or raised by the rope or chain u that its appending hook h may
be vertical to the position of the case or box in the lighter, or to its due position
over the ship's hatchway, as the circumstance at the time may require. On
one face of the square base of the sustaining column are two slits or open-
ings 1 and 2, with a sheave or pully wheel on each, through which and up
the column pass two chains, one leading over the pulley a to raise or lower the
counterbalance a, a, and the other over the pully to raise or lower the
transferred weight. These two pulleys are fixed on the head of the outer
cylinder to which the cranes are aflixed, and in a line with and close to is
a third pulley, over which passes the regulating chain u, which, after going
down the inner cylinder, passes out through another pulley at 3 in the square
base of the fixed column. The two chains from the pulleys and must
pass to their respective barrel or barrels in counteracting directions, so that
one may be hoisting whilst the other is lowering, but always moving at the
same time.
The regulating chain u, passing out by the pulley 3, must go to a
winding barrel capable either of acting separately or at the same time with
the other barrell, or of remaining at rest, as the case may require. It is evi-
dent that this crane must always go and return towards the same end of the
vessel, because any motion essentially beyond semicircle would bring the
chains which pass up the cylinder in contact with each other. As to the
mode of giving conjoint or separate motion to the different chains, every intelli-
gent millwright or mechanic will be fully competent it effect it, and those who
may not will obtain sufficient information from the explanation of the subse-
quent Figures. The only point remaining to be noticed as to Figure I. is,
that the crane may receive its horizontal motion by a pinion acting on a
toothed wheel upon the rim of the plate n, which pinion may receives its motion
from the engine, and be capable of being engaged and disengaged at pleasure.
For the movement of such massive weights as before mentioned I prefer
my second method, an example of which is given in Figures 11, III., IV.
This method, so far as dissimilar from the former, is by the substitution of
a crane or machine vibrating vertically over its own axis (or axes), of which a
side view, viz, that transverse to the vessel is given in Figure II. Figure III.
represents a vertical front view, viz', lengthway of the vessel. Figure IV, is a
plan of the motive machinery in the transferrer. 32, Figure II., and 32, 33,
in Figure III., represent the balance of the vibrating frame or counterpoise to
its upper part vibrating over the axis 1, 1. This counterpoise, with its vertical
arms 32 x, and 33 x, inclusive of the axes themselves, may be of cast iron, to

page_text: which the styles or uprights 3, 3, must be aflixed, containing at their
upper end
forks or carriages for the axis 31, on which are fixed the winding barrels 2, 2,
and 6, 6, to the former of which are attached the hoisting ropes or chains 4, 4,
winding or unwinding in progressive turns round their barrels, and to the latter
on the opposite side are affixed similar ropes or chains sustaining or hoisting
or lowering W, the weight to be transferred. The lower ends of the ropes
or chains 4, 4, wind and unwind in a similar way upon the barrels 7, 7,
Figures II., III, and IV., fixed on the axis 5, to which are also affixed the tooth
wheel 11 and the winding barrel 12, round which, in the opposite direction to
the ropes 4, 4, a due number of turns of chain is wound, from which, as shewn
in Figure III., it passes over a pulley (18). It may then pass through the upper
part of the axis, and along the jib of a crane, to raise or lower a counterbalance
to half of the weight to be transferred. The ropes or chains 4, 4, above the
sheaves 20, 20, necessarily vibrate from one side to the other (as the styles of
the vibrating frame), and should be vertical when the styles are in that position.
It is obvious, on inspection of Figure II., that were the winding ropes to
pass directly from 7 to 2 the suspended weight W must be raised to such
additional height as the head of the vibrating frame would rise in passing
over its axis, viz, that of a, p, beyond what would be requisite to bring it over
the vessel's hatchway, which would consequently require either a considerable
increase of power or a waste of time. To prevent this ill effect, it will be seen
by the Drawings referred to that each of the hoisting ropes or chains is con-
ducted upwards to between two pulleys 20, 20, in Figures II. and III., (one on
each side of the vertical line) placed rather higher than half the height of the
frame when in its vertical position, by which means, in any vibration of the
frame and suspended weight from over the lighter to over the vessel, although
the head of the frame ascends and descends to and from the full height a, p,
and h, 9, yet the suspended weight may pass over in nearly a horizontal
direction, because the extents of depression a, p, and h, g, Figure II., (in all
ares in the vibrating frame within 45° of the vertical line) are sufficiently nearly
equal to the spaces 2 u, and q 2, which, because the spaces 20 and u and 20
and q are each equel to 20 and e, must express the shortening and subsequent
elongation of the rope between the suspended weight W and pulley 2, in both
extremes of its motion, and therefore the suspended weight must pass over
horizontally (or nearly so) from one vessel to the other, so far as relates to the
vibration of the frame. The machinery giving motion to the whole process is
more or less shewn on different Figures, but more particularly so in Figure IV.
The position of the machinery is not, however, limited to what is shewn in
this Figure. In the present instance the axes of that frame 11, are made

page_text: it
The
hollow, and the shaft or axis 5 is inserted through them. S is the prime shaft,
receiving its motion either directly or intermediately from the moving power.
Upon this shaft are two pinions 9 and 10, each affixed to its brake wheel b,
and capable of being disengaged from the revolution of the axis S, with which
they are only compelled to move by their respective clutches c, c.
pinion 9 gives or receives motion from the tooth wheel 11, on the same axis
with the winding barrels 7, 7, and 12, on which latter the counterbalance
chain winds and unwinds on the opposite side to ropes or chains 4, 4, on the
barrels 7, 7. The pinion 10 gives motion to the winding barrels 14, 14, on
each side of which, as shewn in Figure II., one of the traverse chains 15. 16,
winds or unwinds, according as the vibrating frame is required to move to one
side or the other. It is obvious that the vibrating frames shewn in Figures II.,
III., and VII..might receive their traverse motionby the action of a spur wheel
in gear with a segment wheel radiating from the axis on which the frame
vibrates, and should that mode be preferred to the use of the traverse chains,
may be transmitted from the axis 40, Fig. IV., to the dotted segment 43,
No. II. 17, Figure III., is the crane sustaining the due counterbalance for half
the load transferred between the vessels. In Figure IV. the counterbalance is
shewn in its position when the vibrating frame is over the opposite side of the
transferring vessel, the frame in each vibration communicating the contrary
motion to the crane by a chain, pulleys, &c. 41, Figure IV., is a barrel on the
end of the axis 40 (on which are the traverse chains). From each side of the
barrel 41 a chain passes down to guide sheaves on the floor of the vessel, by
which each is conducted, as shewn by the red lines, to the opposite sides of a
barrel 42 (Figures IV. and III.), near the lower gudgeon of the crane, and
consequently givethe requisite motion that will placethe counterbalance on the
side opposite to the weight to be transferred. 19, 19, Figure II., are the guide
pulleys to the traverse chains; and 21, 22, Figure IV., are the winches for
tightening the chains under and over the ship. Whenever motion of the
vibrating frame has to be reversed from the ship towards the lighter, or from
the lighter towards the ship, the engine crank or prime motion must change its
direction; and as the lighter is general less high above the water than the ship,
the hoisting and traverse motion may, for some given part, go forward at the
same time. It becomes for this and other causes expedient that the traverse
chain lying towards the ship, viz', 16, should receive it's winding-up motion
from the same direction of the crank as winds up the hoisting ropes 4, 4.
It is also adviseable that the traverse movements should be so proportioned as
to perform their office in a portion of the time usually requisite for hoisting so
high as wanted, without which the hoisting must either proceed to an unneces-

page_text: sary height, or that branch of the machinery must be disengaged and held
stationary by means of its clutch and brake wheel b, both of which, viz',
unnecessary height and disengagement of the clutch, should in general be
avoided. From the description which has been given it is obvious that by
reversing the motion of the crank on the prime axis the weight to be moved
may either be raised or lowered, and that the traverse chains can either draw
the vibrating frame to one side or the other, and that by means of the clutches
and brake wheels either of the these distinct motions may be at rest or in
action independantly of the other, consequently it follows that no further
instruction can be requisite to any any person conversant in the use of steam
engines and machinery. It is barely necessary to state, that the vibrating
frame requires the lighter or keel to be moved in its endways direction, so as
to admit the article which has to be lifted or let down to be vertical to its
line of lateral motion. The axis 1, 1, of a vibrating frame may be at its
lower extremety, as in Figure VII., with the machinery substantially the same
as last described, but the weight of the frame in passing each way from its
vertical position would of course require a counterbalance to prevent irregu-
larity of action on the ropes or chains, causing it to move from side to side.
This counterbalance maybe acquired by placingan additional pair ofsheers y,y,
on the outside of cach limb or style of the frame, similar to the sheers on the
inside carrying the pulleys 20, 20, resembling it also by its having a similar
pair of pulleys, between which a chain attached to a projecting eye belt on
each limb of the vibrating frame must in its alternate vibration pass over
either one or the other, and leading down to a pulley at the foot of either leg
of the sheers; it may from thence be conducted clear of the motive machinery
and crane at one end of the vessel, and of the steam engine of the other, to a
pulley at the head of a frame, and from thence to a series of weights resting
on the deck or the hold of the transferrer, when the vibrating frame is vertical,
and raising or letting them down progressively as that frame departs from or
returns to its vertical position. Where deemed expedient to dispence with
the aid of the ship or lighter, to prevent the heeling of the transferrer, or where
a horse-walk might be deemed preferable to a steam engine, an enlarged
width of transferring vessel would be required, in which case, or in any other,
great depression of the head of the frame may be avoided by adding at the
foot of each main stye of the vibrating frame, as in Figure V., a circular arc
equal to the breadth of the boat, by which means the axis 31 at the head of
the vibrating frame may move in a horizontal direction until it become vertical
to the edge or gunwale of the transferrer, when the extreme cogs of the arc
alternately become axes for the frame to vibrate over. From these axes being
on the gunwale in place of the centre of the transferring vessel, the quantum of

page_text: depression of the head of the frame at each extreme is comparatively small.
The hoisting rope 4 may proceed from the winding barrel 7 to its counter-
part on the shaft 31. The diminution and increase of the spaces between
them (viz, between 7 and 31) in the transverse motion of the head of the
frame, (although it may be in part obviated by a convex curvature of the
beams over which they traverse,) will not so nearly accord with the changes in
its vertical elevation as in the preceding instance, yet the frame will be suffi-
ciently controllable by the traverse chains 15, 16; also the difference of its
weight on each side of its varying centres will be comparatively incon-
siderable.
In witness whereof, I, the said William Chapman, have hereunto set
my hand and seal, this Fourth day of June, in the year of our Lord
One thousand eight hundred and twenty-one
Signed, sealed, and delivered by the
within-named William Chapman
(being first duly stamped), in the
presence of us,
M
WILL (L.s.) CHAPMAN.
ROB WALTERS,
In Chancery.
Newcastle, Gentleman.
M. H. MONKHOUSE,
of same place, his Clerk.
Miles Haunsom Monkhouse, of the Town and County of Newcastle-upon-
Tyne, Gentleman, maketh oath and saith, that he was present and did see
William Chapman, of the Town and County of Newcastle-upon-Tyne, afore-
said, Civil Engineer, duly sign, seal, and as his act and deed deliver, the Deed
Poll hereto annexed, on the day the same bears date, and that the name
"Will Chapman," thereto set or subscribed, as the party executing the
same, is of the proper handwritng of the said William Chapman, and that
the names or characters "M. H. Monkhouse" and "Rob Walters,"
thereupon indorsed as the Witnesses attesting the execution thereof, are of the
respective proper handswriting of him this Deponent and Robert Walters of
Newcastle-upon-Tyne aforesaid, Gentleman.
23

page_text: AND BE IT REMEMBERED that on the same Fourth day of June,
in the year above written, the aforesaid William Chapman came before our
Lord the King in His Chancery, and acknowledged the Specification, and
all and every thing therein contained, in form above written. And also the
Specification aforesaid was stamped according to the tenor of the Statute in
that case made and provided.
Inrolled the Seventh day of June, in the year above written..