Improvements in and connected with the Electrical Propulsion of Barges and Boats on Canals and Rivers.
Year: 1897

page_text: Date of Application, 29th Oct., 1897
Complete Specification Left, 29th July, 1898-Accepted, 29th Oct., 1898
PORONAL STEIFICATION.
Improvements in and connected with the Electrical Propulsion of
Barges and Boats on Canals and Rivers.
HENRY WILLIAM HANDCOCK, ALFRED HERBERT DYKES, both of 5, Victoria
Street, Westminster, Civil Engineers, do hereby declare the nature of this inven-
tion to be as follows:
In the present state of electrical propulsion we find it necessary to consider not
only possible improvements on the apparatus available, but also the schemes
and methods best adapted to present requirements and future developments.
In the following description of the inventions on which we are now at work we
mean by the term propeller, a propeller in some such form as a screw, a centri-
fugal pump communicating kinetic energy to water, or paddle propellers; the
energy for the purpose being obtained from a trolly line or lines run above
the water-line and accessible by means of a trolly from the track followed by the
barges; if the water is of sufficiently high conductivity the return may be through
the propelling devices afterwards described, or the barge itself if of metal, to
the water and earth, or should the conductivity not be sufficiently high, we may
also use a return trolly line; where the barges are worked in double line, the
overhead network may be three wire, the middle conductor being metallic or
earth.'
Owing to the fact that it is desirable to propel on the canals not only barges in
which the motor is attached permanently to the barge (and does not partake of
the nature of a temporary arrangement) but also any existing barge that may
come on to the canal, we provide by our inventions for both.
In the case of barges containing a permanently fixed motor driving a propeller,
or of existing barges to which a temporary propeller is attached, it frequently
happens that while the propeller is sufficiently immersed when the barge is
loaded the propeller is too far out of the water when the barge is light. We
may overcome this difficulty by using two smaller propellers when they are
of the screw form, instead of one larger one and we also sometimes surround the
propeller by a vessel open at both ends having its axis in line with the axis
of the screw,
but this vessel is of varying cross-section, cylindrical or otherwise,
the cross-section at the point where the water enters being made greater than
at the point where the screw revolves. We find that this enables us to keep the
screw more completely immersed in water when the barge is running light. The
screw when surrounded by a cylinder or vessel of other cross-section also gives
better results when running immersed but close to the top of the water, than
when no such cylinder is provided. When the screw is partially above the
water line and temporarily attached, we also secure its complete immersion by
providing a cap which may be let down over the screw as far as or slightly below
the water line, so that as the screw revolves the space enclosed by the cap is
wholly or partially filled with water.
In the case of barges temporarily or permanently fitted with electric propellers

page_text: we sometimes make the propeller to draw up and down, so that when the
barge is light the propeller can be let down so as to work in a greater depth of
water.
This may be done by any of the methods at present in use on canals for raising
and lowering the rudders for varying draughts, or by other methods if found
preferable.
We may also make the rudders sufficiently buoyant to float with the propellers
and motors they carry, and leave a sufficient amount of room for up and down
travel where they are hinged to the stern post. By so doing the propeller always
maintains its correct level in the water, irrespective of the varying draught of
the barge.
In the case of barges permanently fitted with electric propellers, we sometimes
find it very convenient to fix the actuating switch on the rudder head or tiller,
so as to be easily controlled by the steersman, so that both rudder and propeller
are looked after by one man.
In consideration of the fact that some rudders are hinged in the centre so
as to permit of the entry of a barge of maximum length into the lock and also
that it may possibly not always be convenient to remove the existing rudder and
replace it by one in the form of a motor driving a propeller, we have devised other
portable means of propelling a barge which do not necessitate the removal of the
existing rudder. One of these is an apparatus consisting of a framework carrying
an electromotor and a propeller geared up together, a trolly pole being made up
with this or separately and also a controlling switch. An arrangement of this
kind can easily be made fast to any convenient part of the barge so that the
propeller is below the water line, and kept on board to propel the barge so long
as the portion of the canal being traversed is furnished with a trolly wire.
In some cases we use two of these, one on each side of the barge, and we
sometimes make up two together on an iron frame that can be clamped on to
the barge when the trolly pole and also the controlling switch may also be
made up on this frame so that the whole appliance may be swung on board
complete.
We also sometimes find it convenient to make up the combined propeller and
electromotor sets in pairs on a frame so that the whole can be dropped over. the
blade of the existing rudder and clamped temporarily or permanently to it, so
that one propeller works each side of the rudder, the whole swinging together.
Where we use two screws we sometimes provide switches to actuate each pro-
peller separately for manoeuvring purposes.
We have also worked on the question of how best to produce an electric tug
for canals which shall be efficient, overcome the difficulty of supplying sufficient
water to the screw, minimise the wash from the propeller, and steer easily. The
plan we are now working on consists in taking a raft or float which may be
flat bottomed and mounting on top an electromotor which is geared to a propeller
below the water line. The raft is either made of shallow draft or a clear way is
left underneath so that there is a clear water run into and away from the propeller
right under the bottom of the raft. The raft may consist of two logs or narrow
pontoons connected together with the propeller and motor carried between them.
The motor or motors may be made up with the propeller on one framework which
fits on to the raft so that the whole may be revolved about its vertical axis and
in relation to the raft, so that the tug may be steered by the man in charge
rotating by a handle or tiller provided, the frame carrying the propeller and
motor; or the tug may be steered by a rudder in the usual way. The trolly
pole and controlling switch are also mounted on the tug, or if the tug is lashed
rigidly to the barge or barges, the trolly pole, and also the controlling switch
may be on one of the tugs.
We also find it very convenient to make these "tugs" of about the length
of a barge rudder and of bows approximately the inverse shape of a barge stern.
The ordinary rudder is then unshipped and the tug made fast astern so that

page_text: The
the whole is of about the same length as a barge with its rudder attached.
trolly pole and controlling switch may each be fixed on the tug or barge in this
case as may be most convenient, and the tug tiller may be made of such height
and length as to be actuated from the barge. It will readily be seen that if the
barge and the tug are so coupled as to allow a certain amount of latitude of
motion between the two, the tug will always have its propeller immersed to the
correct depth irrespective of the draught of the barge; we also sometimes find
it convenient to make the stern of the tug so as to approximately fit the bows of
the barge so as to carry out exactly the same arrangement as above, but to
attach the tug ahead instead of astern.
We may use alternating currents for the electromotors used in connection with
the appliances herein described, but in the present state of electrical science and
having regard to the necessity for simplicity in our trolly arrangements we prefer
the continuous current and while the said current may be supplied to the line
for our purpose according to any known method, we prefer where there are long
distances to be covered to use a low voltage, i.e. a voltage considered permissible
by the Government Authorities for use on trolly lines, such current being trans-
formed down from continuous or alternating mono or polyphase currents of higher
voltages by any known practicable and convenient means.
In all the arrangements described herein, we prefer to work with the motors
above the water-line, except where the motor is contained inside the barge.
In the case of barges with the motors permanently attached inside, we prefer
to drive from the motor to the propeller by means of a belt of suitable material,
such as Dermatin, the belt preferably passing round the periphery of a pulley
which contains the propeller blades inside in the place of arms.
Dated this 28th day of October 1897.
.
HENRY WILLIAM HANDCOCK.
ALFRED HERBERT DYKES.
Improvements in and connected with the Electrical Propulsion of
Barges and Boats on Canals and Rivers.
We, HENRY WILLIAM HANDCOCK and ALFRED HERBERT DYKES, of 5, Victoria
Street, London, Civil Engineers, 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:-
:―
This invention has reference to the propulsion of boats such as canal or river
barges by electricity in an analogous manner to that set forth in the Complete
Specification of our prior application for Patent No. 22276 of the year 1897. In
that specification we described a combined steering and propelling contrivance
which was adapted to be temporarily substituted for the ordinary rudder of the
barge and intended to be supplied with electric energy from an overhead or
similar trolley line system.
One object of our present invention is to provide improved propelling apparatus
that is not constructed in one with the rudder as described in our prior specifica-
tion but is capable of being readily connected with the barge for effecting its
electric propulsion. For this purpose we may employ apparatus comprising a
suitable framework upon which the electro-motor and the propeller are mounted
and geared together, a trolley pole or other contact device for conducting the
electric current from the trolley line to the motor being combined with the
apparatus and a controlling switch being provided for regulating the electric

page_text: current. At such times as the barge is to be propelled electrically this apparatus
is fixed to any suitable part of the barge with the propeller below the water level.
Or in place of the aforesaid apparatus we may employ a raft carrying the
above mentioned parts and adapted to be coupled to the barge in any appropriate
manner.
We prefer however to construct the apparatus in the form of a saddle piece
provided with combined electro-motor and propellers so that it can be dropped
bodily over the blade of the existing rudder and clamped temporarily or per-
manently to it, the said propellers being so disposed that one works on each side
of the rudder; the entire apparatus in this case moves with the rudder when it
is shifted to steer the barge.
Another object of our invention is to overcome the difficulty that has been
experienced by reason of the propellers not being sufficiently immersed in the
water when the barge is in an unloaded or a partially loaded condition. For this
purpose we may employ two small propellers instead of a single large one. Or
we may surround the propeller with a casing open at both ends and having its
axis in line with the axis of the propeller. This casing may be of cylindrical
or other shape in cross-section. We find that this enables us to keep the pro-
peller more completely immersed in the water when the barge is being propelled
with a light load by reason of the said casing becoming filled with water when
the propeller revolves. The propeller when surrounded by the cylindrical or other
casing also gives better results when running just below the water level, than
is obtainable when no such casing is provided.
Or we may make the propeller capable of having its position adjusted vertically
so that when the barge is light the propeller can be lowered to work in a greater
depth of water. When the motor and propeller are combined in a framework
adapted to be applied to the rudder of the barge, the vertical adjustment can be
effected either by raising the rudder together with the aforesaid framework and
inserting distance pieces between the eyes by which the rudder is attached to the
stern post, or by inserting distance pieces between the said framework and the
rudder blade.
We prefer however to make the rudders sufficiently buoyant to float with the
propellers and motors they carry independently of the barge, a sufficient amount
of space being provided at the part of the barge where the rudder is hinged to
the stern post to permit of the barge's rising and falling independently of the
rudder. By so doing the propeller always automatically maintains its proper
level in the water, irrespective of the varying draught of the barge.
We wish it to be understood that by the term "propeller," we mean a pro-
peller in some such form as a screw, a centrifugal pump communicating kinetic
energy to water, or a paddle.
In order that our said invention may be clearly understood and readily carried
into effect we will proceed to describe the same more fully with reference to the
accompanying drawings, in which:
Figures 1, 2 and 3 illustrate the propelling apparatus for attachment to the
rudder of the barge, Figure 1 being a side elevation and Figure 2 an end view
shewing the apparatus in place on the rudder, and Figure 3 being a plan of the
apparatus detached.
Figures 4 and 5 illustrate the means whereby the propeller is automatically
maintained at the proper position below the water level irrespective of the
differences in the draught of the barge. In these figures the propelling apparatus
is not shewn but it is to be understood that in this arrangement it is permanently
attached to the rudder so as to enable the combined rudder and propelling
apparatus to be substituted for the ordinary barge rudder in the manner referred
to in our aforesaid prior specification.
Referring more particularly to Figures 1 to 3, A is the barge, B the rudder,
C, C, are the propellers, I is the electro-motor, E, E, are the overhead lines or
conductors and F is the contact device flexibly connected to the motor.

page_text: The electro-motor and the propellers are mounted upon a frame G which is
advantageously constructed of angle iron suitably bent to form a saddle piece
which will fit upon and embrace the rudder as best seen in Figure 2, in which
position it may be secured, if found necessary, by suitable fastenings.
The
5 propellers are carried by axles cc which are supported in bearings mounted on
the horizontal portions g g of the said frame. The inner ends of these axles are
furnished with chain or other pulleys which are connected by suitable driving
chains or bands with driving pulleys g² on the rotary shaft of the motor 1). The
aforesaid driving chains are preferably enclosed in a gear casing containing oil
O but for the sake of clearness we have omitted such gear casing from the drawing.
The motor is bolted or otherwise connected to the upper portion of the frame
so as to occupy a position above the water level and is enclosed in a water tight
casing. H is the controlling switch which (as set forth in our aforesaid prior
specification) is adapted to be detachably affixed to the rudder-tiller so as to
permit the man that steers the barge to also regulate the supply of electric current
to the motor. In order to adjust the vertical position of the frame on the rudder
we may provide wooden blocks to be inserted between the bent portion g* thereof
and the upper end of the rudder.
Referring now to Figures 4 and 5 wherein we have illustrated one form that
our buoyant rudder may take, b is a post to which is bolted or otherwise attached
a light metal frame and to this frame we rivet or connect by other appropriate
aneans light sheet metal plates which are bent to form a hollow water-tight
rudder blade as shewn. is a hinge pin by which the rudder is connected to the
barge, such pin being made of sufficient length to permit of the requisite amount
of independent vertical movement between the barge and the rudder without the
latter's becoming unintentionally detached. The said rudder is so constructed
that when the propelling apparatus, such as that hereinbefore described in our
prior specification is affixed to it, it will be sufficiently buoyant to cause the pro-
pellers to occupy the proper position below the water level. Should any altera-
tion in the draught of the barge take place by reason of the load with which it
s laden being increased or diminished, such alteration will have no material effect
apon the position of the propellers as the buoyant rudder will still remain in its
ormal vertical position independently of the barge and thereby constitute a self
cting or automatic contrivance for regulating the proper position of the pro-
ellers below the water level.
Having now particularly described and ascertained the nature of our said inven-
ion and in what manner the same is to be performed, we declare that what we
laim is:.
1. An electric propelling apparatus adapted to be readily applied to a barge
abstantially as herein before described.
2. An electric propelling apparatus in the form of a saddle adapted to be
plied to the rudder of a barge substantially as described and for the purpose
ecified.
3. The means substantially as herein before described for enabling the pro-
llers to be kept at the proper distance below the water level irrespective of the
teration in draught of the barge.
4. An electric propelling apparatus combined with a buoyant rudder substan-
lly as described and for the purpose specified.
Dated this 29th day of July 1898.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicants