US313920A - Tow-boat for canals - Google Patents

Description

(No Model.) I 3 SheetsS he'et 1. D. W. 000KB.

TOW BOAT FOR UANALS.

No. 313,920. Patented Mar. 1'7, 1885* 91/2722; .96 a J, ojzz 776.22 far N4 PETERS. Phmumn m m, Washinglbrl. a, c

Nirn TATES I armvr tries.

DAVID WELLES COOKE, OF FRANKLIN, TENNESSEE.

TOW-BOAT FOR CANALS.

SPECIFICATION forming part of Letters Patent No. 313,920, dated March 17, 1885.

7 Application filed February 10, 1880. Renewed June 14, 1884. (X mode.)

To ctZZ whom it may concern.-

Be it known that 1, DAVID WV. 00mm, of Franklin city, Villiamson county, and State of Tennessee, have invented certain new and useful Improvements in Canal-Boat Transportation; and I do hereby declare that the following is a clear, full, and exact description thereof, reference being had to the accompanying drawings, which form a part of this specification.

My invention relates to an improved system or method for canal-boat transportation, the object of which is to afford an economical mode and means of transporting merchandise on canals. The means employed in said system are a train of boats closely connected by concave and convex joints. Said boats are all made of the same width and depth, and are drawn through the water when in a canal by a locomotive tug-boat, which is provided with requisite motive power and mechanism.

The invention consists in the construction and arrangement of the means employed to render said system available, and is fully set forth in the following description.

Figure 1 represents a plan view of a locomotive tug-boat. Fig. 2 is a vertical longitudinal section of the same. Fig. 3 is a view of the bow end thereof, Fig. 4 being the view of the stern end. i Fig 5 represents a vertical cross-section cutting through on a plane indicated by dotted lines in Figs. 1 and 2. Fig. 6 represents a view of a traction-wheel employed in the locomotive tug-boat. Fig. 7 is a 3 5 vertical section of the same, cutting the wheel at right angles to the plane in which it revolves. Fig. 8 is a reduced sectional view of said wheel, the section being at right angles to the sectional plane shown in Fig 7. Figs. 9 and 10 are views of interchangeable segments which form the circumference and tread of the tractionwheel. Figs 11 and 12 are detached views of a device employed for elevating and depressing the locomotive tug-boat. Fig. 13 represents a plan view of a train of canal-boats. Fig. 14. is a side elevation of the same. Fig. 15 is a broken vertical section of the adjoining ends of the boats. Fig. 16 is a cross-section of a canal-boat. Fig.17 represents a longitudinal section of a draw-head to be used in coupling the boats and connecting the tiller cords or ropes.

Similar letters of reference refer to corresponding parts in all of the figures.

Fig. 1 is a representation of a plan view 5 of my locomotive tug-boat, the bow of which is made sharp, while its stern is made concave, as shown in the figure. The boat is provided with three water-compartments, one of which is situated in the bow at 0, while the other compartments, A. A, are upon opposite sides of said boat, and extend from the stern end thereofto about one-third of said boats length. These water-compartments are connected by' a system of pipes, K, which are provided with I valves R, for the purpose of regulating the flow of water between the bow and stern tanks. A pump, N, is employed to pump water from the bow-tank when required, and also fronr the compartments A A through pipes Klf The water is discharged from these compart ments for the purposeof floating the boat when it becomes necessary to remove said boat from the track.

I do not limit myself to the means shown for 7 discharging water from the stern compart ments, for a pump or other devices may be em ployed in connection with said compartmentsf whereby said water can be discharged. Be tween the two stern compartments two weltspaces are formed, which pass entirely through the depth of the boat. The inner walls of the two water-compartments form one side of each of the two well-spaces, while the other two sides are formed by a partition, a at. These well-spaces are made sufficiently wide to ceive their respective traction-wheels G C, an allow of sufficient clearance to admit of packed slides b b, which are connected to the wheels 0 O by means of the axles thereon. Thfs 'j o slides are made somewhat thicker than th sides a a for the purpose of allowing a groov b,to be formed therein. This groove receiv si the four ends of the two internal sides of the? well-spaces. Suitablepackin g material can be used in connection with the joints thus forified-i to prevent leakage. The space formed by sea between the two internal sides, a a, of said ll spaces is provided with a frame, G, one) of which rests upon a screw, 1", and its 0 end upon extension-bars, which terminal or near the bow-tank O and the bottom h boat, the ends of said bars being pivoted jaslfo as shown in Fig. 2. This pivot 0 is thecenter on which the frame moves or turns when (Shown in Figs. 3, 4, and 5.) These fulcrums operated by the hand-wheel I. I employ the long radius from 0 to I", for the purpose of allowing the axle of the wheels 0 G to approximate to a vertical rise and fall.

F are two engines secured to frame G, and revolve the traction -wheels 0 O by means of the two piston-rods d and cranks d. The engines receive their supply of steam from the boiler B and conducting-pipes n and m, or by and through other equivalent means. The steam-pipe m should be flexible or provided with a flexible joint so as to compensate for the rise and fall of the frame on which the engines rest.

H represents a deck or platform secured to the two internal partitions, a a, and is used for the purpose of forming afixed bearing for the vertical shaft 1, and for a person to stand upon while turning said shaft. The lower end of this shaft is secured to the bottom of the boat by means of the binder p, which is provided with an oil-cup, as shown in Fig. 2. This shaft 1 is also provided with a screw, 1", cut therein, and with the rocking nut j thereon. This nut is provided with journals, as shown in Figs. 11 and 12, which project into opposite sides of the sliding frame In, said frame having V or square slides, Z, thereon, which fit into corresponding grooves in frame G. This device is for the purpose of compensating for the arc of the circle through which frame G is made to swing when elevated and depressed by the vertical shaft 1 and screw 1'.

D represents two singleacting steam-cylinders, and E their piston-rods, the ends of which are provided with eyes ortheir equiv a lents, for the purpose of attaching tiller cords or ropes.

S represents two brakes or rudders secured to the sides or corners of the boat by hinges 6. These brakes are made of suitable material, and are fitted into recesses in the sides or corners of said boat, for the purpose of causing the-brakes, when-closed, to coincide with the sides of the boat and offer no obstruction on their passage through the water. i t

f are tillers connected to said brakes, and. project inwardly over the decks of the boats, where theends thereof are attached to tillercords. The water-compartments are filled by raising a valve, y,which covers an orifice, z, in the bottom of said compartments. (See Fig. 5.) The valve y is connected to a pipe, y, the lower end of which is perforated at z, for the purpose of filling said pipe and raising a float, 0c, and rod :0, whereby the depth of water in the compartments is known. The valve is raised by turning the wheel h, which causes pipe 3 and valve 3/ to rise and fall by the screw and nut c. The bottom of said valve can be packed with suitable material when a close joint is desired.

H represents fulcrums secured to the sides of the boat and at a point on said sides where the distance between them shall be about equal to the distance between the two tracks X.

are for the purpose of forming a bearing for a settling-pole, while aligning and adjusting the boat with the track, prior to bringing the wheels in contact therewith. I do not limit myself to this device in order to obtain an alignment, as other devices can be employed.

Q Q in Figs. 1 and 2 represent shields incasing the aligning guide trucks or wheels V. Said shields are employed to clear obstructions from the track and to form a cleavage for the wheels. The trucks V and shields Q are connected by frame-work o, as shown in Figs..2 and 3. This frame supports the bow end of the boat by means of the flange a, shaft \V, screw M, and nut r.

t and 8 represent a frame for securing and holding the nut r in position, so that when the wheel M is turned either to the right or left the bow end of the boat, when'the bow compartment is tilled with water, will rise or fall,while the trucks remain on the track; but when the water is discharged from said compartment the trucks on turning the wheel, as aforesaid, will rise and fall. while said boat remains in a constant position.

N in Fig. 2 represents a pipe leading from pump N to the bottom of the boat, for the purpose of discharging all or part ofthe water from the bow and stern compartments, when desired.

U represents three plates or bars extending across the packed slide b, and riveted or otherwise secured on either side of said slide, for the purpose ofre-enforcing and strengthening the walls a. Other or wider plates may be used, as circumstances may require; or other devices for strengthening said wall can be adopt-ed.

The traction-wheel O is represented as resting on a rail and extending entirely through the boat. 71v and h'representa device to which a coupling-link or spring draw-head is attached.

In the front elevation, Fig. 3, B represents a boiler; D, the two steameylinders for operatingthe tiller-cords and brakes or rudders. M is a hand-wheel for elevating and lowering the bow ofv the boat and for raising the trucks V, which rest upon the track X.

In the rear elevation, Fig. 4, A represents the rear end of the two water-compartments on each side of the boat.

which the motive power is applied for drawing the locomotive tug-boat, and for drawing a train of boats, when required. These wheels are shown resting upon a track, X X, which -is laid upon ties or sleepers on the bottom of a canal; or said ties and track can be elevated from the bottom of said canal, if desirable, or otherwise, as the nature of the bottom of the canal requires.

. S S are two brake-rudders secured to the corners of the boat. The left-hand brake is thrown out, while the one. on the right is closed.

' [2O 0 O are two traction driving-wheels, to,

- a freighted boat.

b I) represent the edge view of the packing- I tends back from the bow end of the boat to slide shown in Fig. 2. The length of these slides is nearly equal to the diameter of the driving-wheels, and they being connected to said wheels by means of the axles passing through them they will always maintain the same relative position with said wheels, the ends thereof never appearing above the bottom or below the deck of the boat. Conse quently when said slides are properly packed at the bottom of the boat no water can enter at the joints.

b b are the grooves which receive the interior walls, a a, as shown in Figs. 1 and 2.

I and I represent a hand-wheel and shaft for elevating and depressing the stern of the boat.

The traction driving-wheels C are constructed in the manner shown in Figs. 6, 7, 8, 9, and 10. The main part of the wheel is made by casting or other suitable manner, and with sockets therein which extend from the circumference to about one-halfof the radius of the wheel, as shown at w. The divisions forming two sides of the sockets are shown at a, Fig. 8. The segments 20 are made to it closely by driving into the sockets, andheld there in by pins 6 e. These wheels roll upon tracks X.

In Figs. 14 and 15, B represents broken views of alocomotive tug-boat connected to a train of freight-boats, T. The ends of these boats are made concave and convex, and are held together by couplings a, said couplings being connected to the boats by standards It and q. The standards or draft-bolts project above the deck of the boat to a distance which will equal the difference between a light and The top end of the stand ards are held in position by means of the braces h, which are firmly secured to the deck. I attach these braces to the stern ends of all the boats, and arrange the boats in the train according to their displacement. Those drawing the most water are placed in front, while those of less draft are at the rear of the train, as shown at Fig. 15. t is an adjustable hub on bolt or standard h beneath the connectinglink or spring draw-head. (Shown in Figs. 16 and 18.) The object of the hub is to support the end of the draw-head when the decks of the two contiguous boats are not within the same plane.

In the convex or bow end of theboats a well is formed by passing a pipe, j, through the deck and screwing the end into a socket fixed to the bottom of the boat, as shown in Fig. 16. To the end of this pipe which projects through the deck,I attach one end of the spring drawhead or connecting-link,while within the pipe a rod,with a hook, p,on its lower end is placed and held in position by means of a screw on the upper end of said rod and handwheel n. This rod, hook, and hand-wheel are for the purpose of elevating and depressing an apron, A, which is secured to the bottom of the boats by a sliding joint, 22 and a. This apron exthe distance required, and entirely across the bottom and with tapering sides, as shown in Fig. 15 by full and dotted lines. These sides extend around and inclose the convex ends and sides of the boats, so that when the apron is let down to correspond with the preceding boat no swirling or eddying of the water will take place between the bottom of said boat and apron. These aprons can be lowered and elevated by means ot'straps D, pivoted. to the sides of the apron, while the upper end, which is provided with a series of holes, can be secured to the side of the boat by a bolt or other device.

In Fig. 18, r is an enlarged view of a flexible draw-head for connecting the contiguous ends of a train of boats, said draw-head being for the purpose of forming a flexible connection between the concave and convex ends of the boats. This connection can be :made in the form of a spiral spring, but preferably in the manner shown in the figure, d being the spring placed between the cap a and head, which is screwed to rod 1". The case or barrel r and rod 7' are provided with eyes or books for conveniently attaching to and detaching from the draft-bolts h and q by means of the coupling-pin s and socket t, as shown in Fig. 16.

0 represents two tiller cords or ropes. One end of each is attached to the piston-rods E on the deck of thelocomotive tug-boat. The cords extend to and pass around pulleys J on the rear boat, and thence back to each of the tillers f ,to which they are united. These tiller cords are designed to be made in sections and preferably of wire rope, and in sections corresponding to the length of the boat. The ends of the cords are to be provided with hooks and eyes, or their equivalents, for conveniently connecting when a train is to be made up; and, also, any boats in the train can be disconnected and removed in a very short time. Flexible connections 1*,si1nilarto those shown in Figs. 16 and 18, can be used in connection with the tiller-cords and tillers for the purpose of preventing a too sudden movement of the brakes S. These brakes are hinged at the corners of the stern of each boat and lap past the joint formed by two contiguous ends of said boats. The thickness of the brakes should be recessed into the boat, so that when closed no obstruction will be offered thereby while passing through the water. Vhen the boats are to be stopped, steam is applied to the cylinders D D, which draws upon the cords 0 0 and throws the brakes thereon out into the undisturbed water, thus causing the boats to be retarded and brought to a state of rest. These brakes can be placed at any point along the sides of the boats; but-when used for steering the train or single boats they should be at the corners, as shown. The cords 0 0 should pass over or between friction-rolls connected to an adjustable standard, which can be used for the purpose of elevating and lowering the tiller- 5 of the boat. More or less of these corrugations can be formed to give additional stiffness and strength to the sides of the boat, as circum stances may require.

The transportation-boats are all made of the same width and depth, while the locomotive tug-boat is made of the same width at its stern, and of the same depth, or nearly so, throughout its length. The width gradually tapers in a curved line as it approaches its bow, which 1 is made very sharp, so as to offer theleast possible resistance while cleaving the water. The stern boat, G, is constructed upon the same principle, with its sharp stern at the extreme rear of the train. Thus by means of the two sharp ends of the train and the continuous width of the intermediate boats, but one cleavage to the water is formed; and, also, in consequence of the sharp ends of the train no waves are formed as it ad vances and recedes through the Water.

I am aware that it is not new to operate more than one rudder with a single cord; nor isit new to operate rudders by the direct stroke of a piston in a cylinder.

What I claim, and desire to secure byvLetters Patent, is

' 1. In alocomotive-boat,theswinging frame, the traction-wheel and bearings carried by said frame, the vertical screw-shaft stepped at its base, and swiveled nut on said frame through which said screw-shaft passes, all in combination, substantially as stated.

2. In a locomotive-boat, a truck-frame under the ,boat and adjustable relatively thereto, a vertical screw-shaft stepped in the truck, a fixed nut at the deck through which the screw 7 passes, and mechanism for turning the screw, all in combination, substantially as set forth.

3. In combination, the hull of alocomotiveboat, the side water-ballast chamber, the valve controlling the entrance of water to said chamber, the tubular stem to said valve perforated as described, and a float-indicator in said valve-stem, all substantially as set forth.

4.. The brace, as h, attached to the deck and made in bracket form, as described, the draftbolt passing through said brace and into the deck, the hub of the draw-head made vertically adjustable on said bolt, and the draw bar or head connected to said hub and to the succeeding boat, all in combination, substantially as set forth.

5. In a flexible train-boat, a series of rudders, one at the rear corner of each section, tiller-cords connecting the series of rudders in the manner shown, sheaves near one end of the train of boats round which the tillercords pass, and cylinders to operate the tiller-cords, whereby the rudders may be closed against the sides of the boat to close the openings between sections or thrown out to act asbrakes, all being combined,as shown and described.

6. In a train of boats, an adjustable apron hinged to the bottom of one section and extending backward, as described, and mechananism, substantially as described,to raise or lower the free end of said apron, combined substantially as described.

7. The combination,with a boat-section, of an apron hinged to the bottom and nearthe end thereof, wedge-shaped side pieces, and a stern piece attached tosaid apron, and mechanism, substantially as described, for raising and lowering the free end of the apron,whereby the side and end pieces close over. the boat when the apron closes against its bottom, all substantially as stated.

8.- The combination, with boat-sections constituting a train-boat,of mechanism, substantially as described, for retaining the sections at different elevations relatively to each other, and an adjustable apron at the bottom of one section adj ustahle, substantially as described, to form'an incline to the bottom of the next section, all substantially as stated.

DAVID WELLES COOKE.

WVitnesses:

CHAS. W. RAMsAY, CHAS. RAETTIG.

Images