AN IMPROVED STEAM TRAIN FOR NAVIGATING SHALLOW RIVERS
Year: 1857

page_text: LETTERS PATENT to John Bourne, of No. 9, Billiter Street, in the City
of London, Civil Engineer, for the Invention of "AN IMPROVED STEAM
TRAIN FOR NAVIGATING SHALLOW RIVERS,"
Sealed the 29th October 1857, and dated the 26th June 1857.
COMPLETE SPECIFICATION filed by the said John Bourne at the Office of
the Commissioners of Patents, with his Petition and Declaration, on
the 26th June 1857, pursuant to the 9th section of the Patent Law
Amendment Act, 1852.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, JOHN
BOURNE, of No. 9, Billiter Street, in the City of London, Civil Engineer,
send greeting.
WHEREAS I am in possession of an Invention for "AN IMPROVED STEAM
TRAIN FOR NAVIGATING SHALLOW, RIVERS," and have petitioned Her Majesty to.
grant unto me, my executors, administrators, and assigns, Her Royal Letters
Patent for the same, and have made solemn declaration that I verily believe
myself to be the first and true Inventor thereof.
NOW KNOW YE, that I, the said John Bourne, do hereby declare that
the following Complete Specification, under my hand and seal, fully describes
the nature of my said. Invention, and the manner in which the same is to be
performed (that is to say):
-
The train by which I accomplish the navigation of shallow rivers is
composed of a steamer and train of barges, articulated to one another by
[Pries 8d.]

page_text: circular joints, so as to admit of lateral and vertical deflection. The different
constituent vessels of the train are made with their ends either concave or
convex, and each convex end fits into a corresponding concave end, without
leaving any considerable space between them, so that the train is virtually a
very long jointed vessel, of which I prefer that the steamer should constitute
the first compartment. Each convex end has, at the central point from which
the convexity is swept, a strong pin, from which two rods or stays proceed
to the outer edges of the contiguous concave ends, and these rods always
keep the constituent barges of the train at the right distance apart, and
prevent them either from touching one another, or from having too great a
space between them. The train may be steered either by rudders at the bow
and stern, or by employing two separate engines to work two paddle wheels
not connected with one another, so that one wheel may be turned ahead, and
the other astern. But the mode of steering or guiding the train which I
prefer to employ 'consists in an arrangement whereby the first and large
-barges of the train may be moved in any desired angle with the body of the
train, by means of suitable mechanism applied for that purpose,and the nature
of the course which the train will pursue will depend upon the,direction and
amount of the deflection given to the terminal barges. I also, in some cases,
employ suitable deflecting apparatus between each of the barges of the train,
so as to throw them into a curve or circle, the action in fact resembling
that which the muscles exert, upon the vertebræ of a fish or other animal ;
and by this action the train is constrained to pursue the direction of the
curve into which it is thrown.
In order to assist the train over sandbanks or other shallows in the
rivers it navigates, I cause the paddle wheels to project somewhat below the
bottom of the steamer, so that they will be the first part to take the ground;
and in case the ordinary power of the engine is insufficient to draw the train
over, I apply multiplying gearing to the paddle wheels, which gearing, when
thrown into action, will turn the paddle wheels round with a slow motion,
but with so much force as will suffice to draw the steamer over the bank, even
although there is no water upon it at all, and if the steamer gets over she can
draw over the succeeding barges one at a time, by disconnecting them from
one another, and by drawing up each in succession by an appropriate rope
proceeding from the steamer. In some cases I accomplish the propulsion of
the steamer by means of jets of water, set in motion by horizontal revolving
arms or blades like those of a centrifugal fan, set in a suitable water-tightcase
in the bottom of the vessel, and this instrument, which is larger in diameter
than the breadth of the vessel, sucks in the sand and water at its central part

page_text: and discharges them at its circumferential part through an opening or openings
pointing astern, thus clearing away the sand from beneath the bottom, and at
the same time propelling the vessel. In other cases I propel the steamer by
means of a single paddle wheel at the bow, instead of the usual paddle wheels
at the sides, and this wheel, by projecting below the bottom, clears a passage
for the vessel by removing the sand. In other cases I apply two screws
revolving in opposite directions in the bow of the steamer. These screws,
which are of large diameter, and only partially covered by the water, project
somewhat below the bottom of the steamer, and they sweep away to each side
the sand or other impediment which may be in the steamer's track, and clear
a course for her, so that she will run in the channel which she has just cut.
The train may
thus be impelled either by paddle wheels at the sides or at the
bow, by screws turning in opposite directions in the bow, or by an instrument
resembling a revolving fan or centrifugal pump in the bottom; and any
proportion or combination of these methods may be employed simultaneously
for propulsion, for aiding the progress of the train over the shallows.
The whole of the vessels or barges constituting the train I pr fer to build
of iron, and when so built I truss the steamer by means of iron pipes rising
up above the deck from the bow to the vicinity of the paddle boxes, and
descending froin thence to the stern. I also place on each side of the steamer
near the stern a rudder, which usually lies inoperative against the ship's side;
but should the steamer require to be detached from the train and proceed by
herself, these rudders will then come into action.
To prevent the train from turning round in descendinga rapid river, should
the steamer or first barge happen to get aground, I apply a mast or pole in
the last barge, which can be immediately dropped through a tube passing from
the deck through the vessel's bottom, and this pole, by engaging the bottom
of the river, anchors the stern of the train, and prevents it from being swung
round by the current; and when the steamer is again ready to advance, the
pole can be drawn up by means of a rack, screw, or other usual arrangement
for such a purpose, or in like manner the mast may be sunk into the ground
by the weight of the last barge being thrown upon it. To enable the different
constituent barges of the train to be steered in unison, I apply in the first
barge a large hand, moving upon an arc or dial set in a conspicuous position,
so as to be visible from all the succeeding barges, the amount of deflection
they ought to observe, and the track they ought to pursue. To enable the
train to ply by night, a powerful lighthouse is placed in the bow, formed either
with a number of concentric-wicks with oil, or formed to burn naphtha vapour
on the principle of a blast furnace, a current of air being driven up through

page_text: .
the naphtha vapour, either by means of a centrifugal fan or otherwise, so as
to compel a vivid combustion. To prevent the sandy or muddy water of the
rivers from destroying the boilers, the feed water is first filtered by passing
it through filter bags, like those common'y employed in sugar refineries.
Having now described generally the nature of my Invention, and the
manner of its application and use, I will proceed to illustrate it in further
.detail, by the aid of the accompanying three Sheets of Drawings.
Sheet 1 gives a general view of the arrangement and articulation of the
train, Fig. 1 being an elevation and Fig. 2 a ground plan of it. This train
consists of a steamer and five barges; but the number of the barges may be
increased or diminished, as occasion requires; and the train on its voyage wit
often inbook one barge and hook on another, so as to prevent delays in the
transfer of cargo. The barges are connected to the steamer and to ozeanother
by means of the rods A, B, A, B, turning upon the centre A, from which
point the ends of the barges are swept, so that the same distance is always
maintained between the barges, at whatever angle with one another they may
be set.
In Sheet II. the steamer is represented on a larger scale and in greater
detail. Fig. 1 is a longitudinal section of the steamer, and Fig. 2 a ground
plan; Fig. 3 is a transverse section through the paddle boxes; and Fig. 4 is
a transverse section at the end of the boilers. The same letters refer to the
same parts in all the Figures.
A is the point of traction, and A, B, A, B, are the two draw bars by which
the steamer is connected to the barges behind her. The attachments of the
draw bars at A and B, B, consist of strong pins or spindles, projecting above
the deck of the steamer at A, and the deck of the barge at B, B. The
deflecting apparatus consists of an ordinary steering wheel and chain barrel,
upon which the chain C, C, is wound in the usual manner, and this chain
passes over pulleys at E, E, attached to the barge and pulleys at D attached
to the steamer, while the ends of the chain are attached to the barge at the
points, B, B. It follows from this arrangement that when a strain is put upon
the chain, the points D and E approach one another, either upon one side or
the other, depending on the direction in which the steering wheel is turned,
and the steamer is thus set at any desired angle with the train, whereby the
direction which she pursues through the water is correspondingly affected
The same species of apparatus is employed to deflect the last barge of the
train, and also all or any of the intermediate barges; and this apparatus may
be exchanged for any equivalent deflecting apparatus producing a similar
result. M is a check chain, to prevent the steamer from being angled so far

page_text: as to cause the points E, E, of the barge to jam against the sides of the
steamer, and to obviate this result the ends of all the barges must always be
less than a semicircle. It is quite inmaterial whether the stern of the steamer
is made concave or convex, and it is also immaterial whether the barges are
made alternately with two convex ends and two concave ends, or whether there
is one concave and one convex end to each; the only material point being that
the articulation should be such as to enable the train to bend in any required
direction, without any considerable space being left between its constituent
barges. F, F, are the paddle wheels; G, G, the cylinders; H, H, H. the
boilers; and P, P, P, the truss work of pipes for giving longitudinal and
transve se strength to the vessel. These pipes I prefer should be rolled
wrought-iron pipes, with malleable iron flanges rivetted upon them, which
flauges are to be truly faced and bolted together; but the short cross pieces
at the points of junction of the longitudinal and transverse pipes may be of
cast iron for facility of construction.
Figures 1 and 2, Sheet III.,exhibit the arrangements whereby a centrifugal
propeller, worked on the principle of a revolving fan, is applied to the steam
vessel or leading barge of the train; and the same letters refer to the same
parts in both Figures.
A is the steam cylinder; B, a vertical revolving shaft
upon which the crank
of the engine is fixed; and C, C, the revolving arms of the fan, which may-be
six in number, and which are shewn in dotted lines upon Fig. 2. These arms
are studded on the lower sides with spikes projecting below the bottom of the
ship, or are tied together with rods carrying spikes. The case in which the
centrifugal propeller revolves is water-tight at every part, except where the
spikes project through the bottom. The spikes stir up the sand, and the sand
and water are drawn through the open part of the casing by the centrifugal
action of the propeller, and are discharged through the nozzels 1), D, at the
side of the vessel.
Figs. 3 and 4, Sheet III., exhibit the arrangements whereby the steam
vessel or first barge of the train is propelled by a single paddle wheel in the
bow, instead of by two paddle wheels at the sides, as is the usual practice when
vesselsare propelled bypaddle wheels; the same letters referto the same parts
in both Figures.
A, A, are the cylinders; B, B, B, the boilers; and P, P, the paddle wheel
situated in the bow, and which is made so as to project several inches below
the bottom ofthe vessel, in order that the paddle floats may scoop up the sand
when the vessel comes to shallow water, and thus cut a channel for the vessel
to pass through.

page_text: Figs. 5, 6, and 7, Sheet III., exhibit the arrangements under which the
steamer or first barge of the train is propelled by means of screws or vane
wheels, revolving in opposite directions at the bow; those screws or vane
wheels being only partially immersed in the water, and being so set that the
lower edges of the arms or blades project below the bottom of the vessel.
A, A, are the cylinders of the engines, and S, S, the screws; and the same
letters refer to the same parts in all the Figures. The blades of the screws or
vane wheels may be planes set obliquely to the revolving shafts, or they may
be spiral, or of any other form, the form not being material in any degree;
but they must project into the water sufficiently not only to obtain adequate
propelling surface to drive the vessel in an efficient manner, but also to stir up
the sand of the bottom of the river when the vessel gets into shallow water,
and thus clear a channel that the vessel may pass easily through.
Having now fully described the nature of iny Invention, I have only to add,
that I claim as of my Invention the combination into an articulated or jointed
train, in the manner described, of a steamer and one or more barges, the
articulation being of the nature of a ball and socket joint, so as to permit both
lateral and vertical deflection.
I also claim as of my Invention the steering or guiding of such a train by
accomplishing, by means of any suitable apparatus, the deflection of all or any
of the barges.
I also claim the use ofa mast or pile descending through the last barge, to
anchor the stern of the train.
I also claim the use of an index in the first barge, to point out to all the
succeeding barges the right course to steer.
I also claim the use of a powerful lighthouse at the bow, with appropriate
lenses and reflectors, to enable the train to proceed by night.
I also claim as of my Invention the mode of helping a vessel over the
shallows, by causing the paddle wheels to engage the bottom of the river, and
then moving them round by means of appropriate gearing with great force,
thus constituting a revolving anchor with great area of fluke.
I also claim as of my Invention the mode of propelling by means of a
centrifugal apparatus in the bottom, sending out streams of water at the sides
such apparatus being so formed as to stir up the sand of the bottom of the
river, and suck it up out of the vessel's course.
I also claim as of my Invention the mode of propelling by means of a
paddle wheel in the bow, which wheel bystirring up the sandwhen the vessel
comes into shallow water cuts a passage for her, so that grounding becomes
impossible.

page_text: I also claim as of my Invention the application of two screws or vane
wheels revolving in opposite directions at the bow, and projecting below the
bottom sufficiently to open a channel for the vessel when she gets into shallow
water, by scooping up the sand and casting it to each side.
I also claim as of my Invention the mode described of trussing vessels
by means of metallic pipes, whereby great strength with great lightness are
insured.
In witness whereof, I, the said John Bourne, have hereunto set my
hand and seal, this Twenty-sixth day of June, in the year of our
Lord One thousand eight hundred and fifty-seven.
JOHN BOURNE. (L.s.)