Improvements in the Means for Transporting Vessels on Railways.
Year: 1892

page_text: Date of Application, 24th June, 1892
Complete Specification Left. 7th Mar.. 1893-Accepted, 8th Apr., 1893
PROVISIONAL SPECIFICATION.
Improvements in the Means for Transporting Vessels on Railways.
We, AMÉDEÉ MATHURIN GABRIEL SEBILLOT, Civil Engineer, of 18, Rue
Boursault, and FRÉDÉRIC WEIDKNECHT, Engineer, of 1, Boulevard McDonald,
both in Paris, France, do hereby declare the nature of this invention to be as
follows:-
This invention relates to improved means for transporting navigable vessels on
railways and even over curves of small radius which the systems of ship transport
heretofore proposed have not been able to accomplish.
The object of this invention is to combine a uniform distribution of the load with
the flexibility of wheel base necessary for passing curves of short radius and to
provide a means of transport adapted to act as well in water as on land, which is
self-propelling, which utilizes its weight for adhesion, can descend a slope into the
water without external aid to receive or discharge a vessel, can pass freely over
ordinary railway curves, possesses the requisite stability, and ensures the distribution
of the weight uniformly over the whole of the axles.
The apparatus is applicable for the transport of vessels of all dimensions, either
dry or enclosed in a lock containing water.
Reference is to be had to the accompanying drawings, forming part of this
Specification, wherein
Figures 1 and 1 represent a longitudinal elevation of a locomotive dock or
carrier for the transport of vessels of all sizes but more particularly of canal boats.
Figures 2 and 2 are a longitudinal sectional elevation of the same, taken on the
centre line of a pair of rails.
Figures 3 and 3 are a plan of the dock or carrier represented as passing round
a curve of 500 metres radius.
Figure 4 is a cross-section in the plane of one of the bogic pins.
Figure 5 is a cross-section through the cylinders and boilers.
Figure 6 is a cross-section through the wheels of the engine bogies.
Figure 7 is a rear end view of the ship carrier.
Figure 8 is a cross-section through one of the swivelling trucks.
Figures 9 and 9 are an elevation of the locomotive ship carrier as applied for
the transport of large vessels.
Figure 10 is a cross-section of the same, through one of the engine bogies.
Figures 11 and 11 are a plan of the bogie and other trucks represented as
passing round a curve of 1000 metres radius.
Figures 12, 13, and 14, respectively represent a longitudinal section, plan, and
cross-section, of one of the sets of bed rollers.
Figures 15, 16, and 17, respectively represent a face view, end view, and plan, of
the automatic lubricator.
Figure 18 represents a diagrammatic view of one method of mooring a vessel in
the dock or carrier.
The same letters of reference indicate corresponding parts in all the figures.
The carrier or dock a for receiving the vessel consists of a kind of cradle
provided or not with gates at the ends, according as the vessel is to be trans-
ported in water or dry. The carrier is constructed by preference of an iron
framework whose interior shape conforms approximately to that of the vessels it is
to contain.
In order to avoid excessive friction in the transverse and longitudinal movements
of the swivelling trucks, in turning curves and travelling in the forward or

page_text: backward direction, the system of bed rollers in two sets superposed at right angles
to each other is used as hereafter described.
The carrier a is connected to the wheeled underframes by two main pivots b
disposed in its longitudinal axis at suitable distances from the ends and is
supported throughout its length upon said underframes by means of pairs of
longitudinal rollers c c mounted at the underside of the carrier a and resting upon
pairs of transverse rollers e e mounted on the swivelling trucks f, a steel plate d
being interposed hetween the upper and lower sets of rollers e, e, to form a rolling
surface which being free and only retained in place by the flanges of the roliers,
partakes in all their movements.
The wheeled base comprises two series or trains of trucks running side by side
on two or more parallel sets of rails. The two trains or series of trucks are alike
in arrangement and cach comprises bogie or swivelling trucks and a number of
swivelling carrier trucks.
In Figures 1 to 8 is represented an example of the apparatus for travelling upon
an ordinary double line of railway and comprising sixteen trucks f. The engine
bogie trucks are placed side by side and swivel about the spherical bosses at
the ends of the transverse connecting and equalizing beam and received in
corresponding seats in the bogie truck frames the two beams working on the
pivots & beneath the centre of the dock a as before stated. Each of the bogies
is thus free to follow all irregularities in the line. Each bogie f¹ is provided
with rollers whose axes are radial to the pivotal axis of the beam . The
parallelism of the trucks ffis ensured by the transverse connecting rods j,
jointed to the ends of said trucks. Each of the bogies is connected as shewn to a
series of trucks f, for uniformly distributing the load.
In the example represented in Figures 1, 2, and 3, there is a leading and trailing
swivelling truck coupled to each bogie truck by an arm & swivelling on a centre A
pivoted on the bogic truck at a suitable point near the bogie pin, the arms both
of the leading and trailing trucks being pivoted to the same bogie truck. The
terminal trucks of each train therefore have no other connection than the ship
carrier. The pivots of the swivel arms are received in slotted bearings to
permit of the longitudinal displacement necessary to allow of the play of the buffer
springs. As shewn by supposing the carrier to be moving to the right in Figure 2
it will be observed that only the buffers of the leading swivelling trucks are in
contact with those of the bogies those of the trailing swivelling trucks being out
of contact. Each swivelling truck has one or more sets of crossed bed rollers
between it and the dock, to permit of the longitudinal and transverse motion of the
trucks with regard to the carrier.
The engines which may be of any kind are represented as similar to an ordinary
locomotive (see Figure 5) applied to each of the leading bogie trucks. The
locomotive boilers are mounted on the dock at such a height as to be above the
water level when the dock is submerged. Each engine has a pair of cylinders m
mounted on the bogie truck and the steam and exhaust pipes have ball and
socket joints n to permit of the swivelling movements of the trucks and stuffing box
joints to permit variation of length. The cylinders m and the steam and exhaust
pipes are jacketted to prevent excessive condensation when the apparatus is
immersed. The engines and cylinders may be varied in number and be mounted on
the ship carrier or dock instead of on the bogie, motion being transmitted to the
wheels by intermediate gear.
The lubrication of the axles is effected automatically from a distance so as to
ensure efficient lubrication even when under water, the preferred arrangement
being that represented in Figures 15, 16, and 17. u is the axle box sliding in the
horn plates and surmounted by a crosshead o upon which bears a series of
springs p, p, p.
In the upper part of the axle-box is a channel r to which the oil
is supplied through a pipes in communication with a common reservoir or small
pump, the pipe being made flexible so as to allow of free play of the box in its
guides. The supply of oil is regulated both by pressure and by a series of brushes

page_text: arranged in quincunx order, by means of which the lubricant is conveyed to the
grooves by which it is distributed upon the revolving surface. The lubrication
may be regulated while in action by varying the pressure. The considerable
dimensions of the revolving parts which moreover form part of a single vehicle
render this system of lubrication both easy of application and effectual for
maintaining the frictional surfaces in working order. The entire vehicle may be
brought to a standstill at once for which purpose the whole of the wheels would be
furnished with brake shoes which may be applied from a distant point on the dock
either by means of a vacuum, steam, or mechanically.
Figures 9 to 14 represent the apparatus as arranged for the transport of large
vessels in dry dock, the vessel in this case resting on its keel only. The dock is
in the form of a cradle open at both ends in which the vessel, which projects at
both ends thereof, is supported in an upright position.
The shoring of the vessel in the dock may be effected in various ways, the
arrangement illustrated in Figure 18 being that which is preferred. It consists
essentially in supporting both sides of the hull by means of mooring cables or
straps attached to the bottom of the dock and put in tension by hydraulic
pistons in combination with lateral screw-jacks y.
The wheel train is similar in arrangement to that described with reference to
Figures 1 to 8 but the trucks are placed four abreast upon as many pairs of rails.
The propelling bogies are each composed of four trucks upon which are pivoted
cross beams as in the former arrangement the trucks being also connected together
by means of connecting rods so as to render their derailment impossible. Each
element of the train taken separately acts in the same manner as before explained.
Dated this 94th day of Luna 1902
COMPLETE SPECIFICATION.
Improvements in the Means for Transporting Vessels on Railways.
We AMEDEE MATHURIN GABRIEL SEBILLOT, Civil Engineer, of 18 Rue
Boursault and FRÉDÉRIC WEIDKNECHT, Engineer, of 1 Boulevard McDonald,
both in Paris, France 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 relates to improved means for transporting navigable vessels on
railways and even over curves of small radius which the systems of ship transport
heretofore proposed have not been able to accomplish.
The object of this invention is to combine a uniform distribution of the load with
the flexibility of wheel base necessary for passing curves of short radius and to,
provide a means of transport adapted to act as well in water as on land, which is self"
propelling, which utilizes its weight for adhesion, can descend a slope into the
water without external aid to receive or discharge a vessel, can pass freely over
ordinary railway curves, possesses the requisite stability, and ensures the distribution
of the weight uniformly over the whole of the axles.
The apparatus is applicable for the transport of vessels of all dimensions, either
dry or enclosed in a lock containing water.
Reference is to be had to the drawings, accompanying our Provisional
Specification, wherein
Figures 1 and 1ª represent a longitudinal elevation of a locomotive dock or
carrier for the transport of small vessels but more particularly of canal boats.
Figures 2 and 2 are a longitudinal sectional elevation of the same, taken on the
centre line of a pair of rails.

page_text: Figures 3 and 3* are a plan of the dock or carrier represented as passing round a
curve of 500 metres radius.
Figure 4 is a cross-section in the plane of one of the bogie pins.
Figure 5 is a cross-section through the cylinders and boilers.
Figure 6 is a cross-section through the wheels of the engine bogies.
Figure 7 is a rear end view of the ship carrier.
Figure 8 is a cross-section through one of the swivelling trucks.
Figures 9 and 9 are an elevation of the locomotive ship carrier as applied for the
transport of large vessels.
Figure 10 is a cross-section of the same, through one of the engine bogies.
Figures 11 and 11 are a plan of the bogie and other trucks represented as passing
round a curve of 1000 metres radius.
Figures 12, 13, and 14, respectively represent a longitudinal section, plan, and
cross-section, of one of the sets of bed rollers.
Figures 15, 16, and 17, respectively represent a face view, end view, and plan, of
the automatic lubricator.
Figure 18 represents a diagrammatic view of one method of mooring a vessel in
the dock or carrier.
The same letters of reference indicate corresponding parts in all the figures.
The carrier or dock a for receiving the vessel consists of a kind of cradle provided
or not with gates at the ends, according as the vessel is to be transported in water
or dry. The carrier is constructed by preference of an iron framework whose
interior shape conforms approximately to that of the vessels it is to contain.
In order to avoid excessive friction in the transverse and longitudinal movements
of the swivelling trucks, in turning curves and travelling in the forward or
backward direction, the system of bed rollers in two sets superposed at right angles
to each other is used as hereafter described.
The carrier a is connected to the wheeled underframes by two main pivots b
disposed in its longitudinal axis at suitable distances from the ends and is supported
throughout its length upon said underframes by means of pairs of longitudinal
rollers cc mounted at the underside of the carrier a and resting upon pairs of
transverse rollers e e mounted on the swivelling trucks, a steel plate
interposed between the upper and lower sets of rollers e, e, to form a rolling surface
which being free and only retained in place by the flanges of the rollers, partakes in
all their movements.
being
The wheeled base comprises two series or trains of trucks running side by side
on two or more parallel sets of rails. The two trains or series of trucks are alike in
arrangement and each comprises bogie or swivelling trucks and a number of
swivelling carrier trucks.
In Figures 1 to 8 is represented an example of the apparatus for travelling upon
an ordinary double line of railway and comprising sixteen trucks. The engine
bogie trucks are placed side by side and swivel about the spherical bosses 9 at
the ends of the transverse connecting and equalizing beam and received in
corresponding seats in the bogie truck frames the two beams working on the pivots h
beneath the centre of the dock a as before stated. Each of the bogies is thus
free to follow all irregularities in the line. Each bogie is provided with rollers i
whose axes are radial to the pivotal axis 6 of the beam. The parallelism of the
trucks is ensured by the transverse connecting rods, jointed to the ends of said
trucks. Each of the bogies is connected as shewn to a series of trucks f, for
uniformly distributing the load.
In the example represented in Figures 1, 2, and 3, there is a leading and trailing
swivelling truck coupled to each bogie truck by an arm k swivelling on a centre k¹
pivoted on the bogic truck at a suitable point near the bogie pin, the arms & both of
the leading and trailing trucks being pivoted to the same bogie truck. The terminal
trucks of each train therefore have no other connection than the ship carrier. The
pivots of the swivel arms are received in slotted bearings to permit of the
longitudinal displacement necessary to allow of the play of the buffer springs. As

page_text: shewn by supposing the carrier to be moving to the right in Figure 2 it will be
observed that only the buffers of the leading swivelling trucks are in contact with
those of the bogies those of the trailing swivelling trucks being out of contact.
Each swivelling truck f has one or more sets of crossed bed rollers between it and
the carrier, to permit of the longitudinal and transverse motion of the trucks with
regard to the carrier.
The engines which may be of any kind are represented as similar to an ordinary
locomotive (see Figure 5.) applied to each of the leading bogie trucks. The
locomotive boilers are mounted on the dock at such a height as to be above the
water level when the dock is submerged. Each engine has a pair of cylinders m
mounted on the bogie truck and the steam and exhaust pipes have ball and
socket joints to permit of the swivelling movements of the trucks and stuffing box
joints to permit variation of length. The cylinders m and the steam and exhaust
pipes are jacketted to prevent excessive condensation when the apparatus is
immersed. The engines and cylinders may be varied in number and be mounted on
the ship carrier or dock instead of on the bogie trucks motion being transmitted to
the wheels by intermediate gear.
The lubrication of the axles is effected automatically from a distance so as to
ensure efficient lubrication even when under water, the preferred arrangement
being that represented in Figures 15, 16, and 17. u is the axle box sliding in the
horn plates and surmounted by a crosshead upon which bears a series of
springs P. P. p. In the upper part of the axle-box is a channel r to which the oil is
supplie! through a pipes in communication with a common reservoir or small
pump, the pipe being made flexible so as to allow of free play of the box in its
guides. The supply of oil is regulated both by pressure and by a series of brushes
or conducting wicks arranged in quincunx order, by means of which the lubricant
is conveyed to the grooves by which it is distributed upon the revolving surface.
The lubrication may be regulated while in action by varying the pressure. The
considerable dimensions of the revolving parts which moreover forn part of a
single vehicle render this system of lubrication both easy of application and
effectual for maintaining the frictional surfaces in working order. The entire
vehicle may be brought to a standstill at once for which purpose the whole of the
wheels would be furnished with brake shoes which may be applied from a distant
point on the dock either by means of a vacuum, steam, or mechanically.
Figures 9 to 14 represent the apparatus as arranged for the transport of large
vessels in dry dock, the vessel in this case resting on its keel only. The dock is in
the form of a cradle open at both ends in which the vessel, which projects at both
ends thereof, is supported in an upright position.
The shoring of the vessel in the dock may be effected in various ways, the
arrangement illustrated in Figure 18 being that which is preferred. It consists
essentially in supporting both sides of the hull by means of mooring cables or
straps attached to the bottom of the dock and put in tension by hydraulic pistons &
in combination with lateral screw-jacks y.
The wheel train is similar in arrangement to that described with reference to
Figures 1 to S but the trucks are placed four abreast. upon as many pairs of rails.
The propelling bogies are each composed of four trucks upon which are pivoted
cross beams as in the former arrangement the trucks being also connected together
by means of connecting rods so as to render their derailment impossible. Each
element of the train taken separately acts in the same manner as before explained.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is :-
1st. The combination, with a dock or carrier for the transport of vessels on
railways, of propelling engines mounted thereon and of the special arrangements
of jointed steam pipes and jacketted cylinders for enabling the engines to work
both on land or under water, as described.

page_text: 2nd. In a dock for transporting ships and other vessels on railways, the
combination, with the dock or carrier, of swivelling trucks and bogies connected
transversely in parallel pairs by pivoted cross-beams and connecting rods so as to
be free to swivel beneath the dock and adapted for passing curves of relatively
small radius, as described.
3rd. In a dock for transporting ships and other vessels on railways, the
combination, with the dock or carrier and with the swivelling trucks, of intermediate
sets of rollers placed at right angles to, and superposed the one set on, the other
with a plate interposed between them whereby to permit free longitudinal and
transverse movements of the trucks, as described and illustrated in the drawings.
4th. The herein described means for effecting the automatic lubrication from a
distant point of the axles of the carrying trucks of a dock for the transport of
vessels on railways, which consist in a sliding container subject to the double
action of pressure upon the lubricant and of brushes or conducting wicks, as
described.
5th. In a dock for the transport of vessels on dry land, the combination, with
moorings for steadying the vessel, of a hydraulic piston for putting the moorings
in tension with or without the assistance of lateral screw-jacks as described and in
the manner specified.
1902
A. M. G. SÉBILLOT,
F. WEIDKNECHT,
By A. M. & Wm. Clark,
53, Chancery Lane, London, Chartered Patent Agents.