Improvements in Locks and Wharves of Canals and Rivers, in the Construction and Propulsion of Vessels Navigating the same, and in the Transhipment of Goods.
Year: 1853

page_text: Improvements in Locks and Wharves of Canals
and Rivers, in the Construction and Propulsion
of Vessels Navigating the same, and in the
Transhipment of Goods.
LETTERS PATENT to William Hickson, of Carlisle, in the County
of Cumberland, Gentleman, for the Invention of "IMPROVEMENTS
IN CANAL AND RIVER NAVIGATION, AND IN VESSELS TO BE USED IN SUCH
PROVISIONAL SPECIFICATION left by the said William Hickson
at the Office of the Commissioners of Patents, with his Petition,
on the 4th August 1853.
I, WILLIAM HICKSON, of Carlisle, in the County of Cumberland,
5 Gentleman, do hereby declare the nature of the said Invention for
"IMPROVEMENTS IN CANAL AND RIVER NAVIGATION, AND IN VESSELS TO BE
USED IN SUCH NAVIGATION, AND IN THE MODE OF PROPELLING THE SAME,"
to be as follows:-

page_text: My said Invention relates to improvements in the locks of canals or
rivers, and also to the transhipment of merchandize, minerals, &c.
from boats employed on canals, as also from coasting vessels for the
transport of merchandize, &c., importing or exporting, into larger or
smaller boats adapted for a river, canal, or coasting trade, as the case
may be. I propose to carry out this Invention as follows:-At the
bottom of the river or canal lock or locks forming a junction with the
river, or bay, or canal, as the case may be, a barge large enough to
contain one or two canal boats, as the case may be, is sunk by
being filled with water by means of a self-acting telescopic syphon.
When the canal boats are admitted into this lock from the canal level
the gates are closed, and the water in the lock drawn off sufficiently to
allow the canal boats to rest on the deck (midway down the hold) of
the barge, which is however partially immersed. The syphon is then
employed to empty the barge of the water previously admitted for the
purpose of sinking the barge. So soon as a sufficient quantity of this
water has been drawn off the barge will rise in the water left in the
lock, bearing along with it in cargo the canal boats with their cargoes,
and may then be propelled out of the lock to her destination coastwise,
and vice versa.
Another method for likewise floating the barge or emptying the
water from her hold, whether with or without the canal boats, is as
follows: A double flexible tube or two tubes one within the other,
of considerable diameter, are fastened down in any convenient manner
to the bottom of the lock pit, the upper inner portion of this double
tube, when in action, being open immediately under a fixed syphon in
the bottom of the barge, and pressing against the bottom of the barge
round about said fixed syphon. To effect this, the area between the
larger and smaller tubes is made air-tight by a metallic or other cap
(with packing upon its outside surface), and by pipe communicating
with the canal on the higher level (with a stop cock) the water can
be passed into this compartment, thereby giving an hydraulic pressure
to the entire tube or a perpendicular motion, which, when expended,
or the tube when expanded, forms a continuation of the fixed syphon
in the barge, the area of the smaller tube forming a drain or outlet for
a

page_text: the superfluous water passing from the hold of the barge, while the
hydraulic pressure and the larger outer tube prevents the water
remaining in the, lock escaping at the same time through the inner
tube. The inner tube, it should be stated, is connected with a drain
communicating with the next lower lock, thereby avoiding a waste of
water. The cargoes of said canal boats may also be transhipped
en masse by means of a pontoon barge of iron or other material fitted
with air-tight compartments by way of sides into which the boats are
floated, a pair of gates opening and closing for this purpose forming the
bow. The superfluous water pumped from the hold of a barge of this
description by the engine in canal boat (forming part of her cargo)
while en route.
I also propose to tranship the cargo of vessels in certain situations
by floating the vessels (which have apertures in their bottoms for the
purpose of discharging their cargoes) from the bay or river into a species
of dry dock being on a higher level than the canal or river, as the case
may be, upon which the goods are to be carried. The dry dock is
formed with apertures in the bottom corresponding with the apertures
in the vessel, and the cargo of the coasting vessels or canal boats so
elevated is thus discharged from the coasters or boats through the
apertures in the bottom of the dock into canal boats or coasters, as the
case may be, berthed in an arm of a wet dock beneath provided for
this purpose.
My Invention also relates to an improved mode of propelling and
of steering boats or other vessels on canals, &c., by means of an
improved screw propeller formed with two screws revolving in opposite
directions, and the pitches being at opposite angles. These screws are
only at times about half immersed in the water, and can be employed
for the purpose of steering by the speed of one or the other being
relaxed, or by both being worked in the same direction so as to cause
the vessel to be easily put about or turned stem for stern in her own
length.
In practice I propose to make one canal boat fitted with the
improved screw tow one other or more boats according to the extent
of her power, and the barge or pontoon boat before described to be also

page_text: fitted with this screw, which shall be driven by the engine in the canal
boat when the canal boats are placed in or upon the barge or pontoon.
The engine on board the boat also to be adapted to work the cranes on
shore, or a moveable or other crane upon the boat itself, for the more
speedy discharge of the barge's or own cargo.
It is also obvious that the barges or pontoons as above described,
but differently modelled, say without bulwarks, may be conveniently
and advantageously employed as substitutes for graving docks for the
canal, &c. boats.
SPECIFICATION in pursuance of the conditions of the Letters Patent,
filed by the said William Hickson in the Great Seal Patent
Office, on the 4th February 1854.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I,
WILLIAM HICKSON, of Carlisle, in the County of Cumberland, Gentle-
man, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her
Letters Patent, bearing date the Fourth day of August, in the year of
our Lord One thousand eight hundred and fifty-three, in the seven-
teenth year of Her reign, did, for Herself, Her heirs and successors,
give and grant unto me, the said William Hickson, Her special license
that I, the said William Hickson, my executors, administrators, and
assigns, or such others as I, the said William Hickson, my executors,
administrators, or assigns, should at any time agree with, and no others,
from time to time and at all times thereafter during the term therein ex-
pressed, should and lawfully might make, use, exercise, and vend, within
the United Kingdom of Great Britain and Ireland, the Channel Islands,
and Isle of Man, an Invention for "IMPROVEMENTS IN CANAL AND RIVER
NAVIGATION, AND IN VESSELS TO BE USED IN SUCH NAVIGATION, AND IN THE
MODE OF PROPELLING THE SAME," upon the condition (amongst others)
that I, the said William Hickson, by an instrument in writing under
my hand and seal, should particularly describe and ascertain the nature
of the said Invention, and in what manner the same was to be

page_text: performed, and cause the same to be filed in the Great Seal Patent
Office within six calendar months next and immediately after the date
of the said Letters Patent.
NOW KNOW YE, that I, the said William Hickson, do hereby
declare the nature of my said Invention, 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 accompanying.
Drawings, and to the letters and figures marked thereon, that is to
say:
My said Invention relates,-First, to certain improvements in the
construction of the locks and wharves of canals and rivers. Second,
to improvements in the construction of vessels navigating the same as
well as those employed in the coasting trade. Third, to an improved
system or mode of transit of merchandize, &c., either by land or water.
Fourth, to an improved system or mode of transhipping goods from
coasting and other vessels to canal boats, and vice versâ, and unloading
and loading the same, steam power being substituted for manual labor.
Fifth, to an improved mode of propelling vessels and boats. Instead of
transhipping goods, &c. from canal boats and railway trucks into river
barges, and vice versâ, I transfer the canal boats or railway trucks
together with their cargoes en masse to or from a river barge con-
structed to carry one or more canal boats, or an indefinite number of
railway trucks, by the single or several combined agencies of a syphon
and an hydraulic apparatus, or by a system of compressing or con-
densing the air in conjunction with a series of iron tanks or pontoons,
which will be herein-after more fully described.
I also propose to
tranship the cargoes of canal boats into coasting vessels, and vice versâ,
where practicable, by elevating the canal boats and floating them into
a dry dock, and running or drawing off the water in the usual manner.
Temporary coverings are then removed from apertures in the bottom of
the dry dock, and the vessel's cargo is passed through such apertures
which correspond to other apertures in the bottom of the vessel. The
coverings are suitably fastened externally, and the apertures in the
bottom of the dock are of a sufficient size to allow the coverings or
plugs to be removed from the apertures in the bottom of the vessel.

page_text: The cargo is received into a vessel in a wet dock or arm provided for
that purpose on a lower level or immediately underneath the dry dock.
I propose also transhipping such cargoes, and loading and unloading
such vessels by a suitable arrangement of archimedian screws and
elevating buckets. Two archimedian screws are fitted inside a vessel
in a straight horizontal line from end to end of her hold, on one or
both sides of the kelson, in a recess or casement below the level of or
level with the floor, such casement being more or less covered. These
screws at one or both of their extremities terminate in a well, from
which one or more series of elevating buckets of the following
description elevate the contents of such wells continuously charged by
the revolving screws. The cargo being raised to a desirable altitude is
delivered to a trough or another well and screw or endless web, &c.,
communicating with the quay or overhanging another vessel. This
arrangement is specifically designed for minerals, coals, ores, grain,
salts, &c.; and by the wharf or quay upon which such commodities are
deposited being formed into convenient compartments or divisions,
each division having an angular or inverted arched floor, the said
commodities when required can be again shipped by an archimedian
screw, an endless web, or a series of dredging buckets passing from cach
division or compartment to the vessel. These elevating buckets are
secured to an endless chain or chains, and turn upon carrier pulleys
at suitable distances apart, the buckets being protected during [their
descent and ascent to and from the wells by an enclosure forming a
casement more or less complete. The whole mechanism is driven by
the engine on board the vessel to be discharged or loaded, or by a
stationary or portable engine, or both, which I have considered
necessary to illustrate. A modification of this screw would serve to
let down coals, &c. from an elevated jetty at a graduated speed, thereby
saving breakage, and the trouble and expense of letting down railway
trucks to a lower level. 'By another arrangement I tranship the cargoes
of such vessels, as well as load and unload the same, by applying the
engines to the cranes on board or on shore, or passing a rope, chain, or
other suitable tackle over or through a block suspended in any position.
I propose propelling vessels by an improved screw propeller, or two

page_text: screws of any form revolving in opposite directions, the pitches being at
opposite angles. These screws revolving upon the same centre, being
ranged under the boats or vessels stern in a line with the keel, will by
this arrangement, when the vessel is empty or only partially laden,
propel equally well, notwithstanding the screws being only partially
immersed; and by relaxing the speed of either one or other of the
screws, or giving both a simultaneous motion, the vessel may be steered
and put about or turned stem for stern nearly in her own length. It is
not necessary that both screws should be in play when the vessel is
under cargo. The barges which are constructed to carry the canal
boats are propelled by the engine in the canal boat being coupled to
the shaft which carries the barge's propeller; it will be obvious that
these barges or a modification of them would be equally applicable as
floating graving docks. Barges fitted with an improved propeller and
steam cranes are adapted for both canals and rivers where the locks are
sufficiently large to admit of their passing through. Such barges or
boats are also adapted for tugs as well as being vessels of burthen. A
coasting or other vessel fitted with an improved screw has no occasion
or necessity to take in ballast; the steam cranes and other mechanism
serving also to hoist sails, &c. Figure 1, of the accompanying sheet
of Drawings represents a side elevation and partial section of the
telescopic syphon herein-before referred to; this syphon may be either
fitted to the side of the lock or to the lock gates a, as shewn in the
Drawings; it is composed of iron pipes 6, fitted with a loose joint at c,
and telescopic sliding tube or pipe d. The whole is secured to the
side of the lock-gates a, by the fixed collar brackets e, which are
bolted to the gates; the syphon swings or turns on its lower extremity
at f, which is fitted into the fixed portion g; a stop cock or valve h,
is situated at this portion of the syphon for the purpose of allowing
the water to pass through the syphon and passage i, into the lower
level or basin n, or to admit of the water pouring from the lock o, into
the barge by the pipe j, as well as preventing the water from running
directly from the lock into the lower level. A feed pipe k, having a
stop cock in it, is fitted to the upper corner of the syphon, and commu-
nicates with the canal or higher level. By this means the syphon may

page_text: be readily filled when requisite, the valve 7, serving as an indicator to
shew when the syphon is full. A fixed bracket m, bolted to the lower
portion of the lock gates, supports the greater portion of the weight of
the syphon, which, when the lock gates are opened, shuts into a recess
formed in the masonry. The mouth of the sliding pipe d, is provided
with a suitable valve or stop. When the syphon is secured to the side
or masonry of the lock it will be made to discharge into a drain run-
ning to a lock or basin on a lower level. The stop cock h, may be
opened or closed by a pair of bevel wheels, or by a toothed wheel and
endless screw, having a spindle reaching to the top of the lock, fitted
with a windlass or whinch handle. Figure 2, of the Drawings, repre-
sents a side elevation of a windlass or crab, actuated by steam power,
for working cranes and other apparatus, hoisting sails, &c. H, H,
are toothed wheels keyed on to an axle which carries the drum or
barrel G. The spur wheels H, gear with the spur wheels C, C, which
are loose on their axle E, and are thrown in or out of gear by means of
the clutches A, in conjunction with suitable levers. B, is a friction
disc or brake fast on the axle of the drum G. F, F, are windlass ends.
The driving wheel or wheels are keyed on to the axle E, in any con-
venient position, and are driven by a belt or suitable shafting, and
actuated by steam power. This crab is carried on the barge and
serves to facilitate the shipping or unshipping of goods, hoisting of
sails, &c. A snatch block shewn at Figure 3, is bolted to each side of
the windlass, by which the windlass ends F, F, may be employed to work
the guy ropes of cranes, &c. Figures 4, 5, and 9, represent various de-
tails of the heel of the crane arms. A, is a cast iron forked socket or
shoe to receive the lower end of the wooden arm or jib of the crane. The
forked end of the shoe is secured to the revolving plate B, by the trans-
verse pin E. The revolving plate B, is fitted into the interior of the
fixed base plate C. A series of anti-friction pulleys may be fitted to
the periphery of the revolving plate, and also to the under side of the
same, or they may be fitted to the interior of the fixed plate so as to
bear against the periphery of the revolving plate B. Figures 6, and 8,
represent longitudinal sections of a barge containing one or more canal
boats, which are fitted with my improved double action screw propeller

page_text: and, steerer, shewn in end elevation on a large scale at Figure 10.
This propeller consists of two distinct screws A, A, each fitted to a
separate shaft B, and C; the shaft B, being made tubular, with the
second shaft C, passing through the centre of it, as shewn in Figure 6,
of the Drawings. d, d, is a coupling for connecting the screw pro-
peller F, of the barge with the solid screw shaft C. Motion is trans-
mitted to the screw F, by means of the pair of spur wheels E, E, the
lower one of which is keyed on to the axis of the barge propeller, which
may also be of the same construction as the propeller of the canal boat,
if found desirable. The water-tight deck G, is carried by the transverse
beams or supports H. A water-tight partition I, serves to keep the interior
of the deck or bulk-head free from water. j, is a flanged heel or spur fitted
to the deck G, for the reception of the stern post or keel of the canal
boats. Figure 7, represents a longitudinal section of the barge at mid-
ships, fitted with a crane or cranes for facilitating the transhipment of
the goods. A, A, represent the mast of the crane, which, however,
may be constructed to let down B, jibs, which are let into forked
sockets A, and made to let down or swivel on their lower extremities,
as shewn in Figures 4, 5, and 9, the windlass or crabs being situated
either above or below deck. The moveable jibs are actuated and held
in position by means of the ropes C, and windlass ends F, F, Figure 2.
D, D, are the ropes and tackle for hoisting the goods, the ropes being
wound on to the drum G, Figure 2. Motion is communicated to the
crab by means of the bevel and spur driving wheel E, which gears with
the axle of the larger spur wheel C, or shaft E, in Figure 2. Motion
is given to the bevel and spur wheel by the bevel pinion F, fast on the
end of the driving shaft G, which is actuated by the engine driving the
propellers. The improved propeller shewn in end elevation at Figure
10, may be applied to canal boats, canal and river barges, coasting and
other vessels. The arrows indicate the direction of revolution of each
screw. Figure 11, represents a portion of a crane which may be
employed on the wharfs and landings; it may be driven by a marine or
portable engine for the purpose. This crane is employed in cases where
a crane cannot be conveniently constructed on board, or where the
height of the lift is beyond the reach of the arms B, in Figure 7. A, is

page_text: a beam turning upon the centre B, and connected at its outer extremi-
ties to the upper end of an arm or jib C, which is forked at the top and
bottom; the bottom forks are about three feet asunder, and are secured
to the masonry of the quay D, to prevent the crane from oscillating
when under the influence of lateral pressure. F, is the hoisting rope
and tackle, which is passed over a pulley on the end of the beam A,
and is continued down to the barrel G, Figure 2. G, is a rope by
which the length of the tackle F, is regulated; it is secured to the
vertical support H. The beam A, turns upon the centre B, in order
that it may be let down when not in use so as not to project beyond
the quay D. The same purpose, however, may be effected by suspend-
ing a suitable block in any desirable position. Figure 12, is a plan, and
Figure 13, are clevations and partial sections of the hydraulic flexible
tubing employed in running off the water from the barges. A, is
a drain from the bottom of the lock extending to the next lock or
lower level. The flexible tubing or pipe consists of an inner tube
C, of leather or other suitable material, supported and strengthened
internally by a series of wooden or metal rings G. D, is an
outer tube of a precisely similar construction to the inner one.
The intervening space F, between the two tubes is closed at the
upper end by a cap E, which is fitted with suitable packing. on its upper
surface. A pipe B, fitted with a stop cock, and communicating with the
canal or higher level, opens into the bottom of the annular chamber F.
On opening the stop cock in the pipe B, the water from the higher
level enters the annular chamber F, and forces the flexible tube which
is screwed to the bottom of the lock hard up against the under side of
the barge which has an aperture in the bottom corresponding to the
central passage in the flexible tube. The head pressure of the water
inside the chamber F, presses the elastic packing or padding sufficiently
firm against the under side of the barge or egress of a fixed syphon to
render the joint perfectly water-tight. The object of this arrangement
will be herein-after described. Figure 14, represents a transverse
section of a river barge containing one canal boat; and Figure 15, is a
cross section of a barge containing two canal boats. L, L, are a series
of pontoons or tanks fitted into each barge. These tanks are situated

page_text: in air-tight holds or compartments Q, which tend to increase or diminish
the buoyancy of the barge according as the larger ones are filled with
air or water. When two tanks at one extremity are partially filled
with water through the pipes G, and j, j, it causes that end of the barge
to become submerged to a sufficient depth to allow the canal boat to be
floated into it. Air is then allowed to pass into the submerged tanks
from the tanks at the opposite end of the barge, wherein it has been
mechanically compressed. By this means the water is displaced from
the two submerged tanks, and the barge recovers her former buoyancy.
The water in the body of the barge surrounding the canal boat or boats
is then run off at I, (Figure 15,) into the two centre tanks through the
pipes F, and H, H, and is dispelled in the manner above described.
The barge is then propelled to her destination by the engine of the
canal boat being coupled to the propeller of the barge as herein-before
described and referred to in Figure 6, of the Drawings. Where the
cargoes or the weight of the two canal boats are unequal water may
be let into the tanks to adjust the same, or the tanks may be used as
ballast when the boats cargoes are so bulky as to render the barge top-
heavy. The canal boats rest upon a series of inflated tubes C, Figure 14,
resting upon the support D. The barge, Figure 15, is fitted with
rounded supports O, in place of the tubing C. By these means stones
or other bodies falling into the barges are prevented from resting upon
the surface of the supports, and fall into the interstices between them,
thus preventing any damage to the bottoms of the boats.
An arrange-
ment of self-acting levers a, is shewn at Figure 14, which press the
bars and rollers b, against the sides of the boat as the latter descends
into the barges. It will be obvious to the practical man that a modi-
fication of the above principle may be employed in the transit of railway
trucks, &c., for floating graving docks. I propose also to tranship or
unload cargoes of boats, barges, and vessels by a barrow run or hoist
in conjunction with steam or horse power; that is to say, to elevate
said cargoes by a barrow run connecting the docks with the holds of
the vessels, whereby shooting and windlassing is dispensed with; or the
vessels may be loaded from the wharf, quay, &c. by a series of endless
chains carrying an endless web or a series of dredging buckets or an

page_text: archimedian screw properly incased; these endless chains, webs, &c.
may be carried on a suitable frame work and made portable, together
with or separate from the moving power which also is portable. When
one or more of the marine or propelling engines are applied to any of
the appliances herein-before described for loading, unloading, or tran-
shipping of cargoes, the shafts actuating the propellers are disconnected
in any suitable manner, or, when desirable, the cranes, &c. may be
actuated by a smaller engine. But in case a vessel has no engine she
may be loaded or unloaded or her cargo transhipped by a portable
engine (or by an engine in canal, &c. boat) actuating any of the
mechanism above described, and being also constructed for the purpose
of being attached to and for working detached steam cranes, hoists, &c.
of the ordinary description; said engine to ship and unship so as to
propel canal boats, &c. To the boilers of any or all of the engines in
the vessels I propose attaching wheels so that they may be run towards
the centre of the vessels when light, the steam pipe being formed of
many pieces and made telescopic or jointed so as to contract or extend
in length, or additional length may be given to the axles of propellers.
In small boats or vessels I intend that the engine and crab shall over-
ride the boilers that is be fixed thereupon. Said boiler, engine, &c. to
unship and become portable on land, and applicable for working detached
cranes, hoists, &c. Figure 1^, represents a side elevation of a portable
steam engine and crab to be employed in the unshipping or shipping of
goods; and Figure 2, is a plan of the winch or crab. A, represents
the body of the boiler, which may be of any suitable transverse section;
A, A, is a water tank or coal box, or it may be a continuation of the
boiler itself; C, is a steam chamber. To each side of the boiler is
attached an oscillating cylinder D; both cylinders working either singly
or in conjunction with each other. Each cylinder is furnished with
two piston rods E, E, which pass through each end of the cylinder
and actuate the pair of wheels F, which rotate upon the axle G
carried in bearings moving vertically in the boxes H, with or without
springs. The boiler may be raised or lowered by the screw I, so
that the wheels F, may be raised from off the ground and employed
as fly wheels or pulleys for belts or brakes.
J, is a coal hopper

page_text: or feeding apparatus actuated by the axle G; K, is a ring answering
as the flange of a railway carriage wheel, and kept in its position by the
guards or moderator brackets L. This portion of the apparatus will be
more clearly understood by referring to the two detailed Figures
inside the circumference of the wheel F. The opposite piston rod E,
actuates the crank m, on the horizontal shaft n, which drives the shaft o,
through the vertical shaft P, and bevel wheels 1, 2, 3, and 4. This shaft
drives the double steam or hydraulic crab or winch, shewn at Figure 2.
The two chain drums have both a fast and slow motion, and each
drum may be applied to two distinct hoists by an intermediate pinion
for the purpose of reversing the motion. 5, 6, 7, and 8, are fast
toothed wheels and pinions gearing into the loose wheels and pinions
9, 10, 11, and 12, which may be thrown in or out of gear by the
clutches or friction pulleys 13, 14, 15, and 16, such friction pulleys
being applied to the fast purchases. The crab or winch is bolted upon
a turn-table R, which revolves within suitable brackets or guides S, or
the winch may turn upon a fixed vertical column or shaft as an ordinary
crane. The ends of the drums or barrels 17, 18, 19, and 20, serve as
pulleys for friction brakes, two brakes being connected to each drum,
the levers from which and the clutches being so arranged as to be
governed from an elevated position. A vertical motion is obtained at
one or both sides of the boiler from the shaft T, and bevel wheels 1,
and 20. This shaft carries at its lower extremity a bevel and spur
wheel and clutch 21, 22, and 23, for driving the shafting of detached
cranes, propellers, &c. A horizontal motion is obtained for similar
purposes from the shaft U, and gearing 24. A horizontal motion at
right angles from the shaft U, is obtained by suitable gearing connected
with the horizontal shaft n. A pair of swivel wheels v, are attached
to the front end of the boiler; the axis X, of such wheels being sup-
ported by the brackets W, of a sufficient length to allow the wheels v, to
swing round to any required extent. This pair of wheels are governed
by the spur wheel and pinion Z, Z, which are actuated by the winch
handle Y. The swivel wheels may be placed under the boiler, and
made to swing quite round with or without a spring. When the engine
is located upon a shed or warehouse, the crab or a modification of it is

page_text: said Invention, and the manner in which the same is or may be used
or carried into effect, I would observe, in conclusion, that I do not
confine or restrict myself to the precise details or arrangements which
I have had occasion to describe or refer to, as many variations may
be made therefrom without deviating from the principles or main
features of my said Invention; but what I consider to be novel and
original, and therefore claim as the Invention secured to me by the
herein-before in part recited Letters Patent, is,-
First. The application and use of a barge or lighter constructed to
carry one or more canal boats with their cargoes in the manner and
for the purpose herein-before described.
Second. The general arrangement and construction of the barges or
lighters as herein-before described.
Third. The systems or modes herein-before described of transhipping
the cargoes of canal boats into coasting vessels, and of the cargoes of
coasting vessels into canal boats, and to and from a quay, wharf, &c.
Fourth. The application and use of an archimedian screw or endless
web, and dredging or elevating buckets for the shipping or unshipping
of goods, as herein-before described.
Fifth. The application and use of a barge or vessel, acting both
as a tug and vessel of burthen, fitted with steam cranes and other
appliances for loading and unloading the cargoes thereof, hoisting
sails, &c.
Sixth. The application and use of the double action propeller and
steerer as herein-before described.
Seventh. The peculiar arrangement and construction of the flexible
trunk or pipe herein-before described.
Eighth. The peculiar arrangement and construction of syphon as
herein-before described.
Ninth. The system or mode of driving the propeller of the barge by
coupling it with the propeller shaft of the canal boat.
Tenth. The system or mode of transferring the canal boats to or from
the barges as herein-before described.
Eleventh. The application and use of the portable engine for propel-
ling and steering vessels, as well as for working cranes or hoists, &c.,

page_text: on board or on shore.
Such engine having wheels adapted for a com-
mon road or railroad, or both, and being at the same time portable,
and is also applicable for working detached cranes, hoists, &c., as before
described; such engine being in conjunction with a universal crab,
and on an elevated tram rail or travelling crane, and in connection with
a travelling cat-head, is universally applicable to the raising and lower-
ing of weights.
Twelfth. The application and use of the wheel adapted for a common
road and railroad, or both, being also a fly wheel or a belt or chain
pulley.
Thirteenth. The application and use of the universal crab or winch,
or a combination of a crab and winch or windlass, portable or other-
wise, and actuated by steam, hydraulic, or other motive power.
Fourteenth. The application and use of a self-acting travelling cat-
head for transhipping and transporting weights, and for landing and
weighing suspended weights simultaneously, or for swinging said
weights over or past the centre without any mechanical lateral exertion
or force, as in the case of cranes or common hoists.
Fifteenth. The application and use of a barge or lighter for the
transit of railway trucks laden, or otherwise, with an engine in said
barge for propelling the same, and for hoisting the said railway trucks
and loads from and to the said barges.
In witness whereof, I, the said William Hickson, have hereunto
set my hand and seal, the.Second day of February, One thou-
sand eight hundred and fifty-four.
WILLIAM HICKSON.
(LS.)