Improvements in Steam Ferry-boats and in Landing Stages for the same.
Year: 1888

page_text: Date of Application, 3rd Feb., 1888
Complete Specification Left, 5th Nov., 1888
Complete Specification Accepted, 21st Dec., 1888
PROVISIONAL SPECIFICATION.
Improvements in Steam Ferry-boats and in Landing Stages for
the same.
I, JOHN STANDFIELD of 6 Westminster Chambers, Victoria Street, in the City of
Westminster, Engineer, do hereby declare the nature of this invention to be as
follows:-
It has before been proposed to mount a landing stage upon wheels running on
inclined rails at right angles to the stream, the landing stage consisting of a pontoon
which is supported by its wheels by a rope to a counter-balance weight on shore and
by the floatation given by a slight immersion of its bottom. As the tide recedes, the
immersion of the pontoon becomes less and its weight therefore overcomes the counter-
balance weight and it moves down the incline. As the tide rises and the immersion
of the pontoon increases, the counterbalance weight pulls it up the incline; the depth
of water alongside the stage remaining constant at all states of the tide. In order to
transfer the passengers from the stage to land and from land to the stage a carriage is
provided running on the same rails as the stage which is hauled up by a rope and
allowed to run down by gravity.
This invention has for its object improvements in carrying out this system.
In place of working the carriage as above described I make both its ascent and
descent dependent upon the winding engine, and for this purpose I provide a counter-
balance weight sufficient to balance not only the carriage but also half of its maximum
load. By this arrangement the winding engine has to exert approximately the same
force to haul the carriage up the incline or to haul it down, and the force in each case
is only half that required to haul it up in the old arrangement and therefore an
engine of only half the size is necessary.
As
I prefer to attach the ropes of the winding engine to the counter-balance weight,
one rope lifting it and the other pulling it down towards the bottom of its well.
slacked.
one or other of these ropes is wound up by the engine the other
In order to avoid sinking a deep well for the counter-balance weight I sometimes
pass the ropes around a number of sheaves upon the weight and at the top and bottom

page_text: of the well so that a heavier weight moving through a shorter distance may be used
or I mount the top series of sheaves upon a tower so as to keep the path of the counter-
balance weight either entirely or partly above ground.
The weights may consist of boxes so that water may be run into them to balance the
carriage with or without its load.
I connect the landing stage to the shore by means of a level platform carried upon
wheels running on the same mails as the pontoon. This platform moves up and down
with the landing stage and allows passengers or light carts which are able to ascend
the dry part of the incline on which the rails are laid to come to shore without the
carriage being hauled up. I prefer to provide two of these platforms and I receive
them when the tide is high in recesses on each side of the road for the heavy traffic
the carriage for which runs between the two platforms.
Where a number of ropes are used it is desirable to keep a uniform strain upon,
each, for this purpose and for taking up the slack in the ropes, I attach each rope
to a slide which can be traversed by a screw or otherwise along a lever pivoted near
one end, the rope passing over the short arm of the lever. The other end of the lever
carries a rod which passes through a number of counter-balance weights supported at
a small distance apart, one above the other. As the carriage is traversed along the
lever the tension of the rope is increased and with it the tendency of the lever to turn
about its pivot. When the tension has become sufficient the first counter-balance
weight is lifted until it comes against the second. As the tension goes on increasing
the second weight also is lifted and comes against the third, and so on. When the
desired tension has been attained, the rope can be clipped in any convenient way and
be released from the carriage which, if necessary, can be moved back towards the
pivot so that the tightening of the rope can be re-commenced.
The carriages may be provided with automatic brakes, so that in case the wire ropes
should break, a series of levers and weights apply brakes to the wheels, or drop wedge
shaped blocks in front of the wheels and so prevent them from running down the
slipway.
In most cases I allow the weights which balance the carriage to rest on the bottom
of the well just before the carriage reaches the abutment, in order to avoid any
sudden stoppage.
Sometimes I arrange a number of weights in the bottom of the well in such a
manner that they may be detached from or attached to the weight which balances the
carriage itself, so that a heavy descending load on the carriage may raise sufficient
weight in the well to balance or partly balance the next ascending load.
A large portion of the bulwarks of the ferry steamer may be arranged in such a
manner, and provided with hinges so that they may be lowered down and used as
gangways from the steamer to the travelling landing stage.
These portions may be provided with quadrant blocks and chains, which may pass
over sheaves in the fixed portion of the bulwarks and may be led to hinged and
weighted levers also provided with quadrants, in the ship's hold, so that the weighted
levers may nearly or quite balance the gangways during the operation of raising and
lowering so that the gangways may the more readily be operated by steam, hand, or
hydraulic power.
In some cases I prefer to have floating pontoons connected by U-shaped gangways
hinged to the shore above high water mark but in between the U-shaped gangway I
have a hydraulic lift from the low to the bigh level, and in this way heavy traffic may
pass to and from the ferry steamer without ascending the inclined gangways.
In order to increase the steering power of twin screw ferry steamers and cause the
vessels to be-very sensitive to the helm, I place the screw shafts at an angle with the
keel, instead of parallel thereto; thus, the direction in which the shaft on the port
side is placed is in a line from the screw in proximity to the rudder to a point in the
outer skin on the port side at about the middle of the vessel's length, and similarly
the direction in which the shaft on the starboard side is placed is in a line from the
screw to a point in the outer skin on the starboard side at about the middle of the
vessel's length. This arrangement provides means of turning with the greatest

page_text: rapidity and in the shortest space, a, feature of special importance in ferry steamers.
I provide spring fender booms and blocking. These are constructed of long parallel
strips of timber or steel having distance blocks between them so that the fenders or
blocking have great elasticity throughout their length. The flat portion of the
spring fender or blocking is in contact with the sides of the vessel. pontoon, landing
stage, or carriage. In some cases I mount the carriage itself on such spring blocking.
The fender or blocking is fastened to claws which are in some cases secured to levers
by pins, the levers being pinned either to a larger lever or direct to a bracket on the
vessel, pontoon, landing stage, or carriage. The whole of these levers are free to turn
sufficiently on their pins to enable the spring fender or blocking to accommodate
itself to vessels etc. of any shape. In some cases I fit the spring fender or blocking
without the use of intermediate levers.

page_text: Improv in Steam
Ferry-Coats ana
the same.
L, JOHN STANDFIELD, of 6 Westminster Chambers, Victoria Street, in the City of
Westminster, Engineer, do hereby declare the nature of this invention and in what
manner the same is to be performed to be particularly described and ascertained
in and by the following statement :-
It has before been proposed to mount a landing stage upon wheels running on
inclined rails at right angles to the stream; the landing stage consisting of a pontoon
which is supported by its wheels and by a rope passing to a counter-balace weight
on shore and by the floatation given by a slight immersion of its bottom. As the
tide recedes, the immersion of the pontoon becomes less and its weight therefore
overcomes the counterbalance weight and it moves down the incline. As the
tide rises and the immersion of the pontoon increases, the counter-balance weight
pulls it up the incline; the depth of water alongside the pontoon or stage remaining
constant at all states of the tide. In order to transfer the passengers from the
stage to land and from land to the stage a carriage is provided running on the
same rails as the stage which is hauled up by a rope and allowed to run down by
gravity.
This invention has for its object improvements in carrying out this system.
In place of working the carriage as above described I make both its ascent and
descent dependent upon the winding engine. For this purpose I provide a counter-
balance weight in connection with the carriage sufficient to balance the carriage with
half of its maximum load. The winding engine then has to exert approximately the
same force to haul the carriage up the incline and to haul it down; the force in each
case is only half that required to haul it up in the old arrangement and therefore an
engine of only half the power is necessary.
As
I prefer to attach the ropes of the winding engine to the counter-balance weight,
one rope lifting it and the other pulling it down towards the bottom of its well.
one or other of these ropes is wound up by the engine the other is slacked.
Sheet 1 Figure 1 shews a sectional side elevation of a slipway with a carriage G
mounted on double bogies running on railway metals on an inclined plane, in this case
of 10 to 1.
The carriage G and its load may be so balanced by means of a weight W in a
well that it may be hauled, up and down the inclined, plane with nearly the same
amount of power that would be required to move it along a level road. A and B are
sheaves.
A wire rope or other suitable band is passed over the sheaves A and B and the
end attached to the weight W. It is evident that with a carriage weighing 10 tons
the weight required to balance it on an incline of 10 to 1 would if the carriage and
counterpoise travel at the same speed be 1 ton, and it is also evident that 1 ton of

page_text: weight would be required to balance every 10 tons of load on the carriage. C and D
are winding drums-the tackle in connection with these is omitted in Figure 1
but is shown in Figure 2.
The carriage G and the weight W being balanced, by winding on the drum C and
thus raising the weight W, the carriage will be caused to run down the inclined plane
while by winding on the drum D and hauling the weight down the carriage can
be run up the inclined plane to the abutment E where it can discharge its load at the
higher level.
The drums C and D may be driven by steam, hydraulic, or other power, and
may be controlled by a brake. They may also be geared into each other in such
a manner that by winding on the drum C, the drum D will slack out a corre-
sponding amount of the wire rope or band while when winding on the drum D,
the drum C will slack out a corresponding length of the wire rope.
Figure 2 sheet 9 shows an arrangement by which the carriage may be balanced
by a weight and worked up and down the incline without winding the wire on the
drums but passing it over ♥ pulleys and so depending on friction for hauling power
in either direction.
The wire rope A A passes from the travelling carriage over a large V pulley (
which may be driven direct by the winding engine or by gearing. In order to give
the rope nearly a full turn round C it is passed over the pulley thence to shorten
the traverse of the weight W it is passed round the pulley E which is carried by the
weight, and up again round another pulley alongside D and thence down to the
weight to which it is made fast as shown at Q.
Figure 3 on sheet 9 is a somewhat similar arrangement only in this case the wire
rope passes over the pulley C to the pulley D which is carried by a fixed beam B
thence round a second groove in the pulley C thence round the pulley E which is
carried by the weight W, thence round another loose pulley alongside D thence to
the weight to which it is secured at Q. The object of passing the rope round two
grooves in pulley C is to increase the friction so as to dispense with a winding drum.
In both of these figures it will be seen that by driving the pulley in one direction
the carriage is raised, and the weight lowered and by driving it in the other direction
the carriage descends and the weight is raised.
For clearness the pulleys on these figures are shown small but in practice they
would be many feet in diameter.
In order to avoid sinking a deep well for the counter-balance weight I sometimes
pass the ropes around sheaves upon the weight and at the top and bottom of the well
so that a heavier weight moving through a shorter distance may be used.
In some cases I multiply the sheaves at B and F several times in order to avoid
sinking deep wells and also to give the engine greater power over the carriage and
over the weight as shown more clearly at Figure 5.
In most cases I allow the weights which balance the carriage to rest on the
bottom of the well just before the carriage reaches the abutment, in order to avoid any
sudden stoppage.
In some cases the balance weight W may be forced up and down by direct
acting hydraulic rams or by multiplying gear similar to that which is used to operate
hydraulic cranes.
To avoid sinking, deep wells I sometimes prefer to mount the top series of sheaves
at the top of a tower, and so keep the balance weights entirely above ground, in
other cases I allow the balance weights to traverse partly in a tower and partly in
a well.
The weights may consist of boxes so that water may be run into them to balance
the carriage with or without its load.
According to another part of my invention I connect the pontoon or landing stage
to the shore by means of a level platform carried upon wheels running on the saine
rails as the pontoon. This platform moves up and down with the landing stage and
allows passengers and light carts which are able to ascend the dry part of the incline

page_text: on which the rails are laid to come to shore, without the carriage being hauled up as
previously described. I prefer to provide two of these platforms and I receive them
when the tide is high, in recesses on each side of the road for the heavy traffic,
the carriage for which runs between the two platforms. Such an arrangement is
shown on sheets 2, 3, 4 and 5 of the drawings.
Sheet 2 Figure 1 is a part sectional side elevation of a ferry slipway.
Sheet 3 is a plan of the same at high water.
Sheet 4 Figure 1 is a part sectional side elevation at low water and .Sheet 5 is a
plan of the same at low water.
S is the ferry steamer, T T is the travelling landing stage which is wedge shaped
in side elevation as shown at Sheet 4 Figure 1, and ✪ shaped in plan as shown at
Sheet 5, V V are two travelling carriages one of which is shewn on Sheet
the way up the inclined plane.
part of
At high water the deck of the steamer the deck of the travelling landing stage TT
and the street and footways are all level as shown in plan Sheet 3, and in side
elevation Sheet 2, Figure 1.
At low water the deck of the steamer and the travelling landing stage TT are level,
and the travelling carriages V V₁ travel from the abutment E down between the two
arms of the Ushaped travelling landing stage until they rest against the body T.
Heavy vehicles can now pass and repass on the level from the deck of the steamer
to the travelling carriage V. The carriage is then drawn up the inclined plane until
it rests against the abutment E when the vehicles can pass and repass into the street
on the level. Light vehicles and pedestrians may pass and repass from the steamer
along the arms TT of the travelling landing stage and may proceed up the slope of
the slipway into the street without using the travelling carriages V.
The travelling landing stage T T" may consist wholly or partly of a buoyant pontoon
mounted on bogies as shown, and may be connected by wire rope or otherwise with a
weight Win a well. The travelling landing stage T T is slightly heavier than the
weight W. As the tide rises the water will have a tendency to float the pontoon and
by thus relieving it of part of its weight will enable the balance weight W to draw
the travelling landing stage T T further up the slope. This operation will be reversed
as the tide falls and the travelling landing stage TT will thus be automatically kept
in its proper relation to the height of the tide. When the ferry is not in use the
travelling landing stage T T may be coupled onto the two travelling carriages V V₁,
and may then be hauled up the slope. The buoyant pontoons may be provided with
cocks or valves so that they may be entirely floated or a sufficient quantity of water
admitted to adjust the weight on the lines of the slipway..
Figure 1 Sheet 9 shows a signalling arrangement. The semaphore A always
remains up at one height as shown and the semaphore B slides in guides parallel to A.
When the carriage V is not in contact with the landing stage the weight of B is
carried on the sheave N by means of a chain one end of which is made fast to the
frame of the stage at P; after passing under the sheave N it passes over the sheave M
and under the sheave R and its end is attached to an eyebolt S in the horizontal bar U.
When the semaphore B descends it thrusts out the bar U as shewn. When the
carriage comes in contact with the bar U it thrusts it in causing the semaphore B to
rise until the top of B is on a level with the fixed semaphore A, and when this is the
case the carriage V will be in contact with the stage T and the roadways on the same
level. The vertical position of the semaphore B indicates to the signalman the
distance that the carriage and stage are apart. At the outer end of the bar U is a
roller K to avoid friction.
Figure 5 sheet 6 shows an arrangement for absorbing the shock on the carriages
coming into contact with the landing stages or with the abutments.
A is an hydraulic press, B the ram, the outer end of which forms a buffer, C is a
pipe leading from the press to a tank of water or a small accumulator. One or more
of these are fixed to each end of the the travelling carriages. When the buffer
receives a blow the ram B is forced up A causing the water to flow through C but at

page_text: the same time the conical throttle valve F which is secured to the inner end of B, also
enters the pipe C gradually closing the orifice so the resistance is very great by the
time the ram is driven nearly home. On the carriage being removed the ram B is
driven out into the position shown by the water returning through C from the
accumulator. The stop E prevents the ram from being driven out too far.
It is generally advisable to employ a number of ropes to connect the pontoon with
the counterpoise.
Where a number of ropes are used it is desirable to keep a uniform strain upon
each, for this purpose and for taking up the slack in the ropes. I attach each rope to
a slide which can be traversed by a screw or otherwise along a lever pivotted near one end,
the rope passing over the short arm of the lever. The other end of the lever carries a rod
which passes through a number of counter-balance weights supported at a small distance
apart, one above the other. As the carriage is traversed along the lever the tension of
the rope is increased and with it the tendency of the lever to turn about its pivot.
When the tension has become sufficient the first counter-balance weight is lifted until
it comes against the second. As the tension goes on increasing the second weight
also is lifted and comes against the third, and so on. The rope can be clipped in any
convenient way and be released from the carriage which, if necessary, can be moved
back towards the pivot so that the tightening of the rope can he re-commenced.
Sheet 2 Figure 2 shows an arrangement for maintaining a uniform strain on one of
a number of ropes or it may be wires, and for taking up the slack.
L is a lever pivoting on the pin P. M is a slide which is travelled along the lever
by means of the nut N. 772 Z3 are three weights through which runs the con-
necting rod O one end of which is secured to the lever L.
To maintain a uniform strain on each of a number of wires, each wire is nipped in
its corresponding slide M which is then travelled along its lever L by means of its
nut N until one or more of its weights Z Z2 Z3 are raised from their seating.
To take in the slack of a wire it may be nipped in the slide M and the slide may
then be travelled along the lever L carrying the wire with it. The wire may then be
nipped by means of the plate M¹ and the slide M may then return to its original
position as shown in readiness for another traverse.
On sheet 6 Figures 2, 3 and 4 show in elevations and plan an arrangement for
insuring that all the wires ropes shall be subject to the same strain. The large
weight W. W. may be hollow to receive an internal weight Z Z of a little more than
one third its own weight. This weight is U shaped and passes over the cross bar V
which is rigidly attached to the main weight W and carries a sheave by which W is
suspended. A wire rope is attached to the weight Z at Y passing thence over the
sheave Bon Sheet 1, Figure 1, thence down round the sheave of the weight W and
thence up over the sheave B to the travelling carriage. When the weight W is at
the top of its course it comes in contact with the levers K causing the brake to
be applied to the winding engine; this cannot be done too suddenly so as to break
the rope as the weight Z can be drawn up inside the weight W until the stops X X'
come in contact.
Sometimes when I have a number of ropes or wires to support a carriage I put a
uniform strain on them by hanging a weight from a sheave R resting on the rope or
wire as shown on Sheet 2 Figure 3.
Sometimes I arrange, a number of weights in the bottom of the well in such
a manner that they may be detached from or attached to the weight which balances
the carriage itself, so that a heavy descending load on the carriage may raise sufficient
weight in the well to balance or partly balance the next ascending load This arrange-
ment is illustrated by Figure 1 on sheet 6.
I arrange a number of weights such as Z Z in the bottom of the well; they may be
detached from or attached to the weight W which balances the carriage itself.
When it is desired to attach the weights Z Z the man in charge pulls on one of the
rods R R thus raising the wedge shaped slides S. S. which throw the hooks HH over
the pins P P. When it is desired to release the weights Z Z the rods are lowered
causing the slides to take up the position shown in dotted lines and allowing the

page_text: hooks H H to fall back as shown in their positions. The bell cranks and connecting
rod at the bottom insure weights Z Z being actuated together.
Another part of my invention relates to the ferry steamers. A large portion of the
bulwarks of the ferry steamer may be arranged in such a manner, and provided with
hinges so that they may be lowered down and used as gangways from the steamer to
the travelling landing stage.
These portions may be provided with quadrant blocks and chains, which may pass
over sheaves in the fixed portion of the bulwarks and may be led to hinged and
weighted levers also provided with quadrants, in the ship's hold, so that the weighted
levers may nearly or quite balance the gangways during the operation of raising and
lowering so that the gangways may the more readily be operated by steam, hand or
hydraulic power.
.
This arrangement is shewn on Figure 1 sheet 7. AA is the roadway on the
landing stage T and CC the roadway on the steamer S. B B is the folding bulwark
which forms the gangway between the two. Qare the quadrants on the steamer and R
the quadrants on the lever L carrying the balancing weights W. The folding bulwark
is pivotted at P and the lever is pivotted at P1. A chain D D passes from the eye-
bolt over the quadrant and the sheave G to the eyebolt. which is at the root of
the quadrant R. Thus the weights W very nearly balance the bulwark B B in every
position from that shewn lowered as a gangway to the dotted position B B shown as
a bulwark. The bulwark B B being rather heavier than the weight W always has a
tendency to remain down. To operate it a second chain H H is attached to the
eyebolt E passing over the sheave Ġ and also over the sheave I thence to a crab winch
or steam hydraulic or pneumatic hauling gear. Y is a stop for the weight lever to rest
against when the bulwarks are up. Each length of the bulwark may be operated
separately or a series may be worked together.
In order to increase the steering power of twin screw ferry steamers and cause the
vessels to be very sensitive to the helm, I place the screw shafts at an angle with the
keel, instead of parallel thereto; thus, the direction in which the shaft on the port
side is placed is in a line from the screw (in proximity to the rudder) to a point in the
outer skin on the port side at about the middle of the vessel's length, and similarly
the direction in which the shaft on the starboard side is placed is in a line from the
screw to a point in the outer skin on the starboard side at about the middle of the
vessel's length.
This arrangement provides means of turning with the greatest
rapidity and in the shortest space, a feature of special importance in ferry steamers.
This construction is illustrated by Figure 3 sheet 4 which represents a plan of a
ferry steamer. As here shewn the vessel has two screws at either end.
NN repre-
sent spring booms. Also according to my invention I provide spring fender booms
and blocking. These are constructed of long parallel strips of timber or steel having
distance blocks between them so that the fenders or blocking have great elasticity
throughout their length. The flat portion of the spring fender or blocking is in
contact with or parallel to the sides of the vessel, pontoon, landing stage or
carriage.
Figure 1 sheet 8. S is the steamer furnished with spring booms. Figure 2 is a
side elevation and Figure 3 is a plan. These may be constructed of American elm or
other elastic timber. Figure 4 is a plan. Figure 5 a side elevation. Figure 6 is an
end elevation of a spring boom constructed of steel so as to give greater elasticity in
a smaller space.
These booms are constructed of long, parallel strips A A A having distance
blocks B B B between them so that when the steamer comes alongside the landing
stage the concussion is absorbed by the parallel strips A A bending between the
distance blocks B B till they come in contact with each other. As soon as they are
relieved of the pressure they spring themselves straight. In Figures 1 and 3 the
strake A¹ A¹ is bolted to the Z irons X X which are rivetted to the side of the steamer.
In the timber spring booms bolts pass through a distance block B B and the two
strakes in contact with it; in the steel spring booms screwed rivets are used instead of
bolts.

page_text: 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 combination substantially as described and consisting of a landing stage ; an
inclined plane on which the landing stage travels; a carriage running upon the inclined
way; a counterpoise connected with the carriage and a winding engine which draws
the carriage down as well as up the incline.
2. The combination substantially as described consisting of a landing stage; an
inclined plane; a carriage running upon the inclined plane between the landing stage
and the shore; a counterpoise connected with the carriage and a winding engine or
other apparatus moving the counterpoise up and down and so causing the carriage to
descend and ascend the incline.
3. The combination substantially as described consisting of a landing stage; an
inclined way on which the landing stage travels; and a level platform carried upon
wheels running upon the inclined way such platform being attached to or forming
part of the landing stage and being at all times available for traffic between the landing
stage and the shore.
4. The combination with a landing stage or carriage in connection therewith of
apparatus substantially as shewn by Figure 2 sheet 2 serving to maintain uniform
tension in a series of ropes or wires by which the said stage or carriage is moved or
controlled.
5. The combination with a landing stage or carriage in connection therewith of
apparatus substantially as shown by Figure 1 sheet 6 enabling a heavy load on the
carriage in descending to raise sufficient weight to balance or partly balance the next
ascending load.
6. In steam ferry boats the combination substantially as described consisting of
bulwarks hinged so that they can be lowered down and used as gangways and
weighted balance levers connected with such bulwarks and approximately balancing
them.
7. In twin screw ferry boats, the arrangement of the screws shafts obliquely and in
such manner as to direct the water against the rudder substantially as described in
respect to Figure 3 sheet 4.
8. In combination with steam ferry boats, and landing stages spring booms
substantially as described in respect to sheets 7 and 8 of the drawings.
Dated this 3rd day of November 1888.
JOHN STANDFIELD.