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Godfrey Lowell CABOT SCIENCE LIBRARY

of the Harvard Colkgi Lihrarif

This book is

FRAGILE

and circulates only with permission.
^ Please handle with care

and consult a staff member
before photocopying.

Ele

Thanks for your help in preserving
Harvard's library collections.

Am..''

10'

m
mm

TO THE MEMORY OF

ANTHONY RECKENZAUN,

A PIONEER WHOSE WORK IN ELECTRICAL NAVIGATION
IS HEREIN SET FORTH, THIS VOLUME ON THE ART HE
STROVE SO EARNESTLY TO PERFECT, IS DEDICATED.

ELECTRICAL BOATS

AND

NAVIGATION

THOMAS COMMERFORD MARTIN

Patt Preaideni American Institute Electrical Engineers, Editor The Electrical Engineer »

JOSEPH ^ACHS

Member N. Y. Electrical Society and Associate Member A. /. E» E,

New York

C. C. SheivI^ey, Pubwsher,

lo & 12 Coi,i,EGK Place.

1894.

--^T'.o -^

jyo^t> '"'4-.

,. ^^

M 7

Chablbs C. Shbli<by,

New York.

PREFACE.

It is believed that the contents of this volume will be of interest
to a wide circle of readers, many of whom have not hitherto paid
attention to the rapid advances made in the application of electric
power to the purposes of navigation. The industry of equipping
and operating electrical boats is still new ; but, as will be seen, a
great deal of instructive experimental work has been done, and in
many instances marked practical success has been attained. No
attempt has been made here to give the details of every electric
craft built up to date, but a certain number are dealt with as
illustrative of the history of the art and of its evolution. The book
also embodies a large quantity of data on the subject not brought
together before. It has sometimes been found that an art passing
through its earlier stages of perfection is helped by the appearance
of literature on its new problems and conditions ; and should any
stimulus to electrical navigation be given by this book, the authors
will feel rewarded for their trouble.

Mr. Martin has taken charge of the preparation of the book as
a whole. Mr. Sachs has particularly applied himself to the uses of
electricity in canal boat propulsion and similar work, including the
data on screws, resistance, etc. The canal section is, in fact, prim-
arily based upon a lecture delivered by Mr. Sachs before the New
York Electrical Society.

Fuller details could have been given with regard to some of
the classes of boats here discussed, whether automobile or deriving

VI PREFACE.

live current by wire from a central source of supply ; but it is
hoped that the book, as it stands, may subserve the needs of
the present moment, while the art is still in a transition state.
References are given in various places to authorities that may
be consulted with benefit, as to detail apparatus.

The authors wish to acknowledge their indebtedness to
Mr. J. C. Chamberlain and Mr. F. Reckenzaun for suggestions and
assistance ; and to Mr. Joseph Wetzler for collaboration in passing
the book through the press.

Thomas Commebpobd Mabtin.
Joseph Sachs.

Nbw York City. September, 1894.

CONTENTS.

CHAPTER I.

Electrical Boats : Historical and Intboductobt — ^Pbimast
Battery Boats.

CHAPTER n.

Storage Battery Boats : Preliminary ; Single Launches.

CHAPTER HI.

Storage Launch Fleets and Passenger Boats.

CHAPTER IV.

Special Features op Storage Launch Operation and
Charging.

CHAPTER V.

Special Electrical Craft — Rowboats, Catamarans and
Paddlewheel Boats.

CHAPTER VI.

Submarine Electbic Tobpedo Boats.

CHAPTER Vn.

DiBiGiBLE Electric "Tobpedoes" for Waefaee and Life
Saving.

CHAPTER Vm.

Some Genebal Consideeations on Electric Launch Requibe-

MENTS.

Vm CONTENTS.

CHAPTER IX.
Canal Boat Propulsion : Histobioal — Ebib Canal.

CHAPTER X.

Conditions Entssing into Canal Boat Pbopulsion.

CHAPTER XI

Methods op Applying Electbicity to Canal Boat Pbopuxsion
— Boats Equipped with Motobs.

CHAPTER XH,

Methods op Elboteic Canal Boat Pbopulsion with Motob
ExTEBiOB TO Boat.

CHAPTER XHL
Genebating Plant and Distbibution.

CHAPTER XIV.

Resistance op Canal Boats — Compabison op Cost, Pbopelleb
vs. Hauleb.

CHAPTER XV.

Pbopulsion : Resistance op Boats and Pbopellebs ; Paddle-
wheels AND SOBEWS.

CHAPTER XVI.

Miscellaneous Uses op Electbical Powee,

CHAPTER XVII.
Storage Battebibs, Motobs and Dynamotoes.

Electrical Boats and Navigation.

CHAPTER L

Electrical Boats : Historical and Introductory. —
Primary Battery Boats.

1. The success of electric locomotion on land is now well
established, and thousands of electric cars are to-day in
use on the streets, on elevated roads, in tunnels beneath
cities, and across country. But while electric traction has
thus been advancing rapidly, electrical navigation has
also made progress more quietly, as an art and an indus-
try ; and it is believed that the time has arrived when the
subject of electrical boats, for a large variety of services,
may be discussed with pleasure and profit. As the suc-
ceeding pages will show, electrical navigation divides under
two main heads, namely, that which includes automobile
or independent boats carrying their own power, and that
which includes dirigible or dependent boats deriving cur-
rent all the time from a fixed point on shore. In some
instances the characteristics of the two groups interlap, but
the arrangement of the chapters in this volume has been
made in accordance with the classification suggested by
such a natural difference in function and performance.

Nearly sixty years ago — 1838 — Prof. Jacobi, a distin-
guished physicist and electrician residing at St. Peters-
burg, made a demonstration on the Neva of what could be
accomplished with the electric motor as a means of propul-
sion for boats. Towards the expenses of the experiment,

2 ELECTRICAL BOATS A]*D NAVIGATION.

the Emperor Nicholas contributed $12,000. Jacobi em-
ployed a form of motor wMcli had already attracted con-
siderable notice, having been brought before the Academie
des Sciences of Paris in 1834. This attempt is the first of
the kind on record, and is another proof of the originality
and versatility in electrical investigation that made Jacobi
one of the discoverers of the great modern art of electro-
plating. Just what led the Emperor to take an interest in
the application of electricity to marine propulsion and
spend this money on it is not known, but it is supposed
that these tests, like others, then, in Europe, were due to

Fig. 1. — Jacobi's Elbctbic Boat Motob op 1838-9.

the exhibitions made in London by Thomas Davenport, the
Vermont blacksmith, of his electric motors. The Jacobi
boat on the Neva derived its current from primary bat-
teries, and the motor propelled it at a speed which never
exceeded 3 miles an hour. Both Grove and Daniell cells
were used in the first and succeeding experiments. The
motor (Fig. 1) was geared to paddle wheels. The boat was
28 feet long, 7 feet wide and 2 feet 8 inches in draught.
She carried as many as 14 passengers.

Since that time and the later work in England of Robert
Hunt; of G. E. Bering, in 1856; and the Count de Moulins in
France in 1866, there have been a great many other attempts

PRIMARY BATTERY BOATS.

Fig. 2. — TeouvIj'b Elbcteic Boat on the Seine.

Fig. 2a. — Teouvb'b Boat foe Five Passbngees.

4 ELECTRICAL BOATS AND NAVIGATION.

to apply primary batteries to the propulsion of boats, but
the experiments have nowhere resulted in lasting success.
Perhaps the most notable instance is the work done by the
ingenious French inventor, Trouve, who at the Paris Expo-
sition of 1881 showed a small boat (Fig. 2) of somewhat
novel construction. He employed a motor, placed imme«

Fig. 2b. — TbouvJbj's Motob and Scbew.

diately over the rudder and driving by means of sprocket
cogwheel and chains a three-bladed screw, carried in the
rudder frame (Fig* 2b). Current was conveyed to this motor
by means of two little flexible cables from the batteries ;
and the cables served also as yoke lines. The batteries
were of the bichromate of potash type, with the plates so

PRIMAKY BATTERY BOATS.

arranged as to be raised from or lowered into the solution.
Trouve also tried Plante storage cells, but gave them np.
With a load of four or five passengers, this boat would
attain a speed of about Si miles an hour. Fig. 2a shows
a similar Trouve boat of the same period.

Other workers here and in Europe have made various
boats for primary battery use, and some are probably run-
ning at this moment. There is in reality no reason why

Fig. 3. — The Pbimaby Battery Launch "Electric" on the

Potomac.

they should not be numerous in a day when every newborn
genius dabbles in electricity and when any form of electric
locomotion has undoubted fascination for the public. An
ordinary primary battery is not difficult to manage, and if
a good form of solution is used, such as the bichromate of
potash, a long run, say of four or five consecutive hours,
may be made by a light boat, at a cost for motive power
not exceeding 10 cents an hour, and even less.

2. In order to show what may be done with primary
battery boats, we will illustrate and describe in passing,

ELECTRICAL BOATS AND NAVIGATION.

one with which many trips have been made on the Potomac
at Washington, and one whose size marks her as the most
pretentious of her class.

This launch (Fig. 3) which was built by the Naphtha
Launch Co., of Morris Dock, N. Y., and A. Glose & Son,
New York, is 21 feet in length and 5 feet beam. She
draws 18 inches of water with battery and motor, which are
thus, it will be observed, barely sufficient to serve as ballast,
instead of being an encumbering dead weight. The
propeller is 17 inches in diameter with three blades,
and makes 250 revolutions per minute. To the propeller
is geared a small Riker motor wound for 60 volts and 30
amperes, and weighing 240 pounds. The gear wheels are
respectively 2i inches and 6 inches. The launch has aver-
aged 7 miles an hour.

Fig. 4. — Plan op Pbimaby Batteby Launch " Electbic."

The battery equipment is very interesting. It consists
of 60 Hanson cells grouped as shown in the engraving.
Fig. 4, with 30 cells on each side, and so connected that
half the required current comes from each row of cells.
Each battery box holds two cells. Each cell is 11 x 12 x 3
inches and in each there is a porous cup 9x11x1 inch, in
which is suspended a carbon plate 7xllxi inch. Out-
side the porous cup are suspended two zinc plates each
7xl0xi inch, the surface being thoroughly exposed to
the action of the solution. In the porous cup are three
pints of strong solution and in the outer cell are six pints
of weak solution. The total cost of the solution, including
depolarizer, for the 60 cells, is $1.60. From one charge of
this battery, the yield has, it is said, been 180 ampere
hours. The cell gives an average of 1| volts, and will yield
50 to 60 amperes on short circuit. The zincs are amalga-

PRIMARY BATTERY BOATS. 7

mated before using, and again after 24 hours' use. The
average consumption of zinc is less than one pound per
hour when the battery is in use ; and when it is not in use
the local action is not sufficient to render it necessary to
remove the zincs. Each double cell weighs 40 pounds, or
1,200 pounds for the 60 cells, when the zincs are new. The
battery cells are of wood treated with a special preparation
making them acid-proof.

From one charge of the solution, the boat gets a good
12 hours' run. In the tank shown at the bow of the boat,
is carried extra solution enough for three more charges.

Figs. 6 and 5a — Vauhan-Shbbein Primaby Battbby Boat.

One man can recharge the whole 60 cells in li hours. Of
course the 12 hours of service can be extended over several
days, a few hours at a time. The current is thrown on or
off by a simple switch that anyone can control. The
"Electric" seats 12 persons easily.

3. One of the most noteworthy of the primary battery
boats built in England is that of Mr. Vauhan-Sherrin,
(Figs. 5 and 6a) launched a few years ago and tried during
1890-91, although no recent reports have been made public.
The primary battery used by Mr. Sherrin is a two-fluid
form, in which the anodes are of sheet zinc, and the

8 ELECTRICAL BOATS AND NAVIGATION.

cathodes are of carbon, specially prepared. In each cell
there are three fixed cathodes and two replaceable anodes.
Very light plates are used, and the particular construction
adopted permits these to be placed very close together, so
that the internal resistance is small. The oater cells are of
gutta-percha, and in them are embedded the porous cells
which surround the anodes. The liquid used in the inner
cells is simply water ; that placed in the outer cells around
the carbon cathodes is a depolarizing liquid of special com-
position, capable of being produced at a low cost. In one
of the tests made by Professor Silvanus P. Thompson, one
of these cells gave out an average current of 8.75 amperes
for five consecutive hours, with an average electromotive
force of 1.88 volts, although the cell was only about half
filled at starting. Professor Thompson says that he knows
of no battery, primary or secondary, which, for a given
gross weight of cell, will yield as great an output, while
the economy of zinc is remarkable, the consumption being
close to the theoretical limit. The net cost of electric
energy from such cells is estimated at 18 to 20 cents per
Board of Trade unit of 1,000 watt hours.

The motor is a modified two pole Gramme machine, hav-
ing the field magnets constructed in a special manner,
which, while maintaining great mechanical strength, ad-
mits of perfect lamination of the iron. It is well designed
and constructed, and when properly set, is free from spark-
ing at the commutator. It is also light, a one horse-power
motor representing only 62 lbs. of dead weight.

The inventor can carry his battery composition in the
form of a paste, which, by merely mixing with water,
forms at once a fresh charge for his batteries. One writer
describing this boat reports having seen a launch 40 feet
long, belonging to Mr. Sherrin, and fitted under his system
with a capacity for a 600 mile continuous run.

4. The statement has been made of another primary bat-
tery boat built in 1892, to run on the Schuylkill River, that
she has made a trip from New York to Philadelphia, or
about 90 miles, on one charge of solution ; but the report
lacks "corroborative detail." In the meantime, in view
of the many attempts still likely to be made in this direc-

PRIMARY BATTERY BOATS. 9

tion, it is worth while to point out that any figures given
as to the marvelous capacity of primary batteries to do a
great deal of work for nothing and to yield a profit on the
residual by-products should be received with a fair amount
of caution. A valuable discussion of this subject will be
found in a paper by Prof. Francis B. Crocker, of Columbia
College, read before the American Institute of Electrical
Engineers, in 1888, on ''The Possibilities and Limitations
of Chemical Generators of Electricity." This paper has
never been used as part of the prospectus for floating the
stock of a new primary battery company. We may quote
the conclusion of Prof. Crocker's remarks : — "I am by no
means a skeptic in regard to chemical generators of elec-
tricity ; the possibilities are very, very great as I have
shown. But these possibilities do not seem to have been
brought to reality in a very perfect manner as yet. But
batteries even in the imperfect state in which they exist
to-day have their useful and legitimate function. A
Leclanch6 cell is exceedingly well adapted to ringing elec-
tric bells intermittently and to telephone work; and
gravity batteries have long done good service for tele-
graphic purposes.

"But when it comes to developing any considerable
amount of actual power, then the limitations become appar-
ent. When we remember that battery electricity will cer-
tainly cost in practice 50 cents per horse-power hour, since
the materials alone cost 26 cents, and that dynamo elec-
tricity only costs 2 cents per horse-power hour, the claims of
some primary battery electric lighting promoters show up
in their true light. As a luxury, of course, it makes very
little difference what it costs, but even then people soon
tire of paying very high prices for that kind of a luxury.
For small electric lighting and small power in special cases,
batteries are useful, particularly where no other source of
current is available. A physician or dentist to whom a
horse-power hour may be worth hundreds of dollars could
almost afford to use a chloride of silver battery and throw
away the silver."

5. These cautionary remarks may fitly close a chapter
on primary battery boats. If a good battfery be obtained

ELECTRICAL BOATS AND NAVIGATION.

for which no extravagant claims are made, and if the boat
be equipped with almost any one of the large number of
small motors on the market, its owner should be able to
derive many pleasant hours from its possession, with abso-
lute, or almost entire, respite from the fatigue of rowing or
the care of tending sails. To invalids and lazy people this
is quite a consideration. Any ordinary rowboat can be
converted into an electric boat. The apparatus complete
for a 12 foot boat, to make a speed not greatly exceeding
4 miles an hour will run from $160 to $250, placing the

Figs. 6 and 6a. — Teoitve's Raft Battery fob Sea-Going Ships.

equipment within the power of persons of moderate means.
To this sum must be added the cost of renewal of zincs and
solution, for which 60 cents a day would be a fair allowance.
It will be gathered from what has been said that the pri-
mary battery boat is looked upon as one for individual
and casual use rather than for such units and heavy service
as would constitute in magnitude and importance a new
development of electrical engineering. At the same time,
we must not forget to mention that, returning to ideas ad-
vanced at least fifty years ago, M. Trouve has suggested that
large electric boats for sea-going purposes may be propelled

PRIMARY BATTERY BOATS. 11

by primary batteries, the elements of which are immersed in
the salt water of the ocean as an electrolyte. For the sake
of the curious, we here reproduce sketches (Figs. 6 and 6a)
from the history of M. Trouv6's inventions/ showing an
electric ship to which is attached a "raft-battery," the
cables from which carry the current to the motor on the
ship, the raft consisting of copper-zinc couples, so grouped
as to give the desired voltage and amperage. The detail
drawings illustrate other plans of supporting the elements,
with arrangements for greater or less submersion in the
sea. M. Trouve assumes that from such a battery he might
get 60 watts per square metre of surface of zinc, both sides
of the plates being utilized ; and that a raft 100 metres
long and 16 metres wide would by a proper disposition of
the plates, dipping 4 metres into the sea, yield him 5,120
horse-power (French) on the same basis of calculation'. On
arriving in port, it would be much easier, he thinks, to
renew this "beautiful magazine of energy," by simply tak-
ing another "raft" oflf the wharf or out of dry dock, than
to recoal a steamship of corresponding' capacity. It is
natural to express the wish that some experiments might
be made in this direction, at least on a small scale. That
we shall ever see a large ship laboriously hauling an acre
or two of such batteries through the surf, is almost too
much to expect. Many persons would prefer to try gener-
ation of current by thermopiles or pyromagnetic means.

1. Hiatoire d'un Inventeur. By Qeorges Darral. Paris, 1891, p. 461.

2. The French h. p. is 82,649 foot pounds per minute, or slightly less than the English.

12 ELECTRICAL BOATS AND NAVIGATION.

CHAPTER 11.

Storage Battery Boats. — ^Preliminary : Single
Launches.

6. The electrical propulsion of boats was one of the many
industries which had to await the perfection of means of
generating current cheaply. Its success depended also
upon improvements in motors and in no small degree upon
the introduction of the modern storage battery. Not only
did the fumes from Jacobi's batteries drive away the spec-
tators on the banks, but his apparatus was as a whole the
most costly and inefficient that could well be conceived as
likely to drive away capital, although at the time of its
use it was practically the best to be had. It is not less
true that each of the later experiments down to 1881 repre-
sented the hopes raised by some new departure in the
electric arts, hopes that could not be realized, however,
under the conditions that had to be encountered.

The great advance made in the production of the
dynamo-electric machine had an immediate influence upon
the electric motor, while at the same time the fact that
large generating machines could be run by engines and
turbines stimulated experiment with storage batteries in
which some of their current might be accumulated. One
of the most noteworthy results of this interaction and par-
allel evolution is the storage battery boat of to-day, which
is already so successful and which promises to add so
greatly to the comfort, convenience and welfare of all
whose pleasure or business takes them upon the water.

In his boat at Paris, Trouve bridged the gap between the
old practice and the new, but the first serious attempt in
the direction of utilizing stored current was made in 1882,
when the late Anthony Reckenzaun, the brilliant young
Austrian electrical engineer, who died all too soon, designed
a launch called "Electricity," for the Electric Power

STORAGE BATTERY BOATS.

Storage Company, of London. She was a boat of good
size, being 25 feet in length and about 6 feet in beam. Her
draught of water was 1 foot 9 inches forward, and 2 feet 6
inches aft-. During the earlier experiments with her, cur-
rent was furnished from 45 accumulators of the Sellon-
Volckmar (Faure) type. These were connected to two
Siemens motors which operated singly or jointly, and
which communicated power by countershaf ting to a 22-inch
propeller screw. The boat would carry 12 passengers, and

Fig. 7. — ^Thk "Volta" Electbic Launch.

made as high a speed, it is said, as 8 knots an hour against
the Thames tide.

7. The next important step was taken in 1883, when the
Yarrows, of England, exhibited at the Vienna Electrical
Exhibition a launch 46 feet in length, capable of carrying
50 passengers, and able to maintain a speed of 8 or 9 miles
an hour. Current was furnished by 70 accumulators
stowed away under the floor of the launch. The motor, of
the Siemens type, drove directly, the shaft of the armature
being continued as the spindle of the screw. The cost of
the launch complete was placed at $3,000. From that time
onward, advaijces in electric launch work were made,

14 ELECTRICAL BOATS AND NAVIGATION.

chiefly through the energy of Mr. Reckenzaun ; but the
attention of the public was not arrested until a remark-
able trip was made across the English Channel in 1887,
when on September 13, Mr. Reckenzaun voyaged from
Dover to Calais and back. His launch '' Volta" (Fig. 7)
was a boat 37 feet long, 6 feet 10 inches beam and 3^ feet
draught, and was built of galvanized steel plate. Her bat-
tery consisted of 61 accumulators placed under the floor, and
she was propelled by two Reckenzaun motors. The trip
was made on a single charge of the batteries. The launch
carried 7 passengers, and made a speed ranging between
6 and 12 miles an hour. The Channel was fortunately not
as ''choppy" as usual on this occasion, and the progress
of the boat was so stealthy and quiet that one of the party
captured with his hands a sleeping gannet afloat on the
waves.

8. As a result of this very effective demonstration of the
capabilities of electric power in navigation a great many
boats were built in Europe, and their number has been
steadily on the increase ever since. In England, the
Immisch electric launch service was started, for example,
in 1888, and its fleet to-day includes several very flne boats
operated by the General Electric Power and Traction Co.,
Limited. The best known of these boats is the ' ' Viscountess
Bury," which is 66 feet long, by 10 feet beam, with a
mean draught of 2 feet 9 inches. She has often accommo-
dated 70 passengers, so that in this country she would
carry at least 140. Her dining saloon will seat 24 passen-
gers. She has a battery of 180 E. P. S. accumulators which
can be arranged in two or four parallels, as desired. Her
motor will easily develop 10 horse-power at 1,000 revolu-
tions. It drives a two bladed screw of phosphor bronze,
19i inches in diameter, with a pitch of 18 inches. Her
speeds are 4i and 6 miles an hour. Further mention will
be made of this class of boats, belonging to fleets in regular
service, in a later chapter.

9. The flrst storage battery launch put in commission
in America was that owned by the brothers Anthony and
Frederick Reckenzaun, called the ''Magnet" (Fig. 8). She

STORAGE BATTERY BOATS. 15

was built by the latter, at Newark, N. J., in 1888, and was
28 feet long, with 6 feet beam and 3 feet depth amidships,
and drew 2 feet 6 inches at the stern. Her Reckenzaun
motor drove directly a gun metal two bladed screw of 18
inches diameter. The motor weighed 420 pounds and fitted
snugly into the curved lines of the hull. The boat was
equipped with 56 cells of the Electrical Accumulator Com-
pany' s make, disposed under the floor along the keel, each
cell weighing a little over 40 pounds and the total weight
being about 2,400 pounds. The motor and cells were con-
trolled by two switches placed near the pilot's seat in the
stern. One of these started, stopped or reversed the motor.
The other connected the battery in a series of 66 cells or
grouped it in two parallel series of 28 cells each. The total
weight of motor, cells, switches, wiring, screw, etc., was
about 3,000 pounds. With the cells in parallel, the motor
and screw made about 540 revolutions per minute, consum-
ing an average current of 33 amperes, or nearly 2i electrical
horse-power and driving the boat at a speed of from 6 to 8
miles an hour. One charge was good for a 10 hours' run,
covering a distance of from 60 to 75 miles. With the cells
all in series, a speed of 10 to 12 miles could be made. But
in this case both the electromotive force and the amperes
were about doubled, and the net result wa& that while
speed was gained, the duration of the discharge was cut
down to about one-quarter of the normal time and the
actual mileage to about one-half. Besides supplying cur-
rent to the motor, the cells lit up seven 16 candle-power
incandescent lamps and a 100 candle-power lamp placed in
a reflector. The cells were charged from the factory plant
of the Electrical Accumulator Co. at Newark, over about
1,600 feet of serial line of No. 8 B. & S. wire, the current
being from 20 to 30 amperes at from 140 to 150 volts.

This boat which would carry about 20 passengers sitting
back to back along the centre under an awning, was sent
some time ago to California, but not until after she had
done a great deal of work on the Passaic River, Newark
Bay, the Staten Island Kills, and even in New York Bay
and the Hudson River. It was the good fortune of the
present writer to make a long trip in her, in 1888, from
New York to Newark, across the path of the ocean

ELKCTRICAL BOATS AND NAVIGATION.

steamers, the whole journey back and forth between the
two points representing from 60 to 60 miles at least.
Figs. 8a and 8b show the boat in plan and longitudinal
section. She is still in use at San Francisco.

10. As in Europe, so here, the last few years have seen
a very general adoption of electric launches for private
and special use. Reference will be made in a succeeding
chapter to the use of such launches at the World's Fair ;
in the present chapter we propose simply to take note of
individual boats of importance. One of the foremost
American patrons of this type of craft has been Mr. John

Fig. 8. — The Rbckenzaun Boat "Magnet," on the
Passaic, N. J.

Jacob Astor, who has long made electricity a study and
whose personal interest in electrical navigation has given
the art a most valuable and helpful impetus in this coun-
try. During 1893 he put into commission an electric
launch called the "Corcyra," illustrated (Fig. 9), page 18,
built in accordance with his designs, and' those of Mr. J. C.
Chamberlain, whom he consulted. She was so immediately
successful that her lines and general plan were adopted by
the American and Russian naval authorities.

While being entertained by Mr. Astor at Rhinebeck-on-
the-Hudson, the Grand Duke Alexander, of Russia, was
much pleased with this launch and learned that a similar

STORAGE BATTERY BOATS.

I
I

e8
GO

ELECTBICAJL BOATS AND KAVIGATION.

STORAGE BATTERY BOATS.

launch had just been completed by the General Electric
Launch Company for the U. S. Government cruiser "New
York," to be used as the Cg^ptain's gig. He shortly after-
wards had an opportunity to inspect this electric gig also,
and took such a fancy to it that, at the request of the
Department of State, the Navy Department directed the
contractors to deliver the launch to him and to begin
the construction of a duplicate for the cruiser "New
York."

Fig. 10. — Electbic Gig fob the Gband Duke Alexandeb.

This electric gig, which is illustrated in the accompany-
ing engraving (Fig. 10), is 30 feet long, 6 feet 8 inches beam
and 22 inches draft. It is equipped with 66 storage bat-
teries capable of delivering 3 horse-power to the motor for
a period of 10 hours with one charge. The motor normally
has a speed of 650 revolutions at 3 horse-power and is able
to propel the boat at a speed of 6.4 miles per hour. The
motor, however, is capable of developing 12 horse-power
for a spurt of 5 or 10 minutes, increasing the speed of the
boat to about 10 miles an hour. The batteries are placed

20 ELECTRICAL BOATS AND NAVIGATION.

tmdemeatli the seats and beneath the flooring, leaving the
entire boat space for passengers. The motor is placed
near the centre of the boat and underneath the flooring,
being directly connected to the propeller shaft. The con-
troller for regulating the speed is located near the wheel.

The launch will be used hereafter for the personal service
of the Grand Duke in his cruises around the Russian bays
and waters.

Mr. Astor has more recently had built for his personal
use a twin screw 46-foot cruising launch called the '^Pro-
gresso," which is shown in Fig. 11. She is undoubtedly

Fig. 11. — ^Mb. J. J, Astob's 46 ft. Twin Screw Cabin Obuising
Launch "Pbogbbsso."

the largest electric boat afloat in America, but it is under-
stood that her owner has even more extensive plans under
consideration. It is to be hoped that they may soon be
realized, for the benefit of the art. The " Progresso" has
twin propellers of 18 inch diameter, and each motor makes
800 revolutions when working up to capacity, viz., 4 horse-
power each. She has 136 cells of battery, and makes from
8 to 12 miles an hour easily.

11. The Universal Electric Launch Company, with works
at Nyack, N. Y., made recently an interesting test of a
new 40-foot launch embodying several improvements. The
boat is 40 feet long, 6 feet 6 inches in beam and normally
draws 2 feet of water, giving a displacement of about three

-J

,U'

'' iV

ELECTRICAL BOATS AND NAVIGATION.

tons. It is equipped with. 72 cells of battery, weighing
3,000 pounds and having a capacity of 150 ampere hours.

The accompanying illustrations (Figs. 12 and 12a) show
a sectional and plan view of the boat. The motor, a 10
horse-power Riker machine running at 600 revolutions per
minute, is, as will be seen, placed in the bow. The enlarged
view (Fig. 13) gives a clear idea of its arrangement and the
method of setting.

The general form of the machine, that of a letter V,
admits of its being placed under the forward deck in small

Fig. 13. — ^MoTOB of Bikeb Electric Launches.

boats or under the flooring in larger boats if desirable,
where it is out of the way, yet easily accessible. The
toothed armature is very low and near the keel, to which
the machine is firmly, bolted, and there is no vibration.
The cells are arranged to be instantly changed from
series to parallel or xice versa by a pull switch, as normal
or high speed is required. During the test the launch
made 5J miles an hour with the batteries in parallel,
giving a current of 20 amperes at 70 volts, and spurts of
eight miles an hour with the series arrangement, by which
43 amperes at 140 volts are delivered to the motor. The

STORAGE BATTERY BOATS.

test of speed was considered very satisfactory, especially
in view of the fact that the boat had been in the water all
summer and the hull was consequently very dirty.

This launch acquitted herself most gallantly during the
storm that raged along the Atlantic coast, August, 1893.
She was at that time lying at anchor off Stamford, Conn.,
directly to leeward of a large naphtha launch, which, in
spite of all the power of her engine running at full speed
to take the strain from the cable, dragged her anchor and
drifted down upon the Riker boat. In order to escape a

Figs. 14 and 14a. — ^Pinnace fob Steamships and Men-of-Wab.

collision the latter was forced to slip her cable and rely
upon her motive power alone. This manoeuvre was suc-
cessfully executed. The launch forced her way directly
against the heavy sea and the gale, weathered a dangerous
reef and then, turning in the trough of the sea, ran out
of danger.

12. One more boat deserves inclusion in this group,
namely, the electric pinnace shown in 1891, by the Electric
Power and Traction Company at the Naval Exhibition in
London ; and here illustrated in Figs. 14 and 14a. It is

34 ELEOTBIOAL BOATS AND NAVIGATION.

designed on the lines of the English Admiralty steam
pinnaces and is 36 feet long, 7 feet beam, with a maximum
draught of about 2 feet. It is built in pine with oak stem,
stem, and stem posts, and is bright all over. The accumu-
lators, 50 in number, are arranged in teak boxes under the
seats, as shown in section, and are so placed as to be easily
removable when necessary. The whole is so strongly built
that the pinnace is slung on davits with all electrical equip-
ment ready for use. The cells are charged either with the
pinnace slung in the davits or moored alongside the ship.
The motor is much more powerful than those usually sup-
plied by the company for use in the launches on the
Thames and at Windermere, and a speed of 11 miles per
hour is obtained. Since these boats are principally used
for shore purposes, speed and power have been considered
of more importance than duration of run. For shore and
harbor pinnaces electricity possesses many advantages over
steam ; and they will no doubt be largely in demand before
long. One of these pinnaces, 40 feet long, 7 feet 9 inches
beam, and 2 feet draught, with a handsome teak cabin,
has been built to the order of the naval department of the
Russian government.

STOBAGE LAUNCH FLEETS AND PASSENGEB BOATS. 25

CHAPTER III.

Storage Launch Fleets and Passenger Boats.

13. It is evident that storage battery launches oflEer many
advantages for the purposes of miscellaneous work on a
large scale, and that if a good charging station be provided
there is little limit to the number of boats that can be
operated from it. A peculiar feature of attractiveness is
that the boat can be put in the hands of any intelligent
person and that it is free from many if not most of the
objections that attend the employment of manual labor,
steam power, or sails ; while it has some excellencies that
even the convenient naphtha launch does not share. With
an electric boat, there is an absolute freedom from noise,
heat, smoke, gas, cinders, ashes, etc. There is nothing
to explode ; the current used is of a perfectly safe low
pressure free from any risk of giving shock; and if the
boat is properly wired there should be no danger whatever
of fire. The boats are necessarily stable, the centre of
gravity being low; the batteries are under the floor or
seats and can be disposed as desired. This also increases
the carrying capacity enormously, as the entire deck is
free for passenger occupancy and there is no need for any
movement of the crew, should the boat be manned. An
element of economy is that this form of motive power dis-
penses with a trained crew or engineer, and that when the
boat is needed, a simple movement of the switch renders
part or all of her concealed power immediately available.
As soon as the boat stops, all consumption of energy or
fuel ceases.

14. These are some of the reasons that have led to the
equipment of storage battery fleets, which, so far, have
been of two kinds, namely, fleets all the boats in which are
intended to perform a common duty in the nature of f erri-

26 ELECTRICAL BOATS AND NAVIGATION.

age ; and, secondly, fleets any boat of which can be hired
individually for the day, week, or season. Before passing
on to describe both classes, it will be interesting to quote
here some figures prepared in 1890 by Mr. Fred. Recken-
zaun, at the request of the writer, to show how an
investment in such a fleet might be made and what were
the possibilities of return. The calculations and separate
items may be taken as fairly approximate at the present
time, subject to special conditions and to the steady lower-
ing of the price of all electrical apparatus from year to
year.

Estimate of Cost

of a fleet of 12 electric launches, each 28 feet long, 6 feet
beam, carrying one ton of storage batteries, to run 6 miles
per hour for 60 miles with one charge :

12 hulls complete, with interior fittings (bat-
tery troughs, seats and lockers), fixed roofs,
shades, flag staffs, steering wheels, etc., - $6,600

12 tons storage batteries (cap. 16,240 watt hours
per ton) at $560 per ton, ... - 6,720

12 motors, at $400, --.-.-- 4,800

12 screw propellers, shafts, couplings, thrust
bearings and stuffing boxes, - - - 1,200

Switches, wires, incandescent lamps (4 per
boat), with fittings, - - - - - 480

Acid and labor of placing electric outfit, - 1,200

Seat cushions, ropes, boat hooks, tools, pumps,
etc., - 300

Total. 12 boats complete, in running order, $21,300
or $1,776 each.

CHABGiNa Stations.

Land and buildings (on suburban water front),

say, $4,000

Steam plant, 60 horse-power complete, erected, 4,000
Dynamo, capacity 40,000 watts, with accesso-
ries, erected, 2,000

Charging circuits and appliances, erected, - 250

Mooring facilities, tools, etc., - - - - 500

Total cost of station, say, - - - $10,750
Grand total cost of 12 launches with charging
facilities and real estate, - - - - 32,060

storage launch fleets and passenger boats. 27

Estimated Cost op Operation.

It is assumed that each, of the 12 launches makes a daily
run of 60 miles, divided into 6 trips of 10 miles each
(3 round trips) during 5 months in the year :

12 pilots at $2.60 per day each, for 5 months, $4,600.00

1 station engineer, at $3 per day for 6
months, - - - - - - - 450.00

1 station fireman at $2 per day for 5 months, 300.00

1 station laborer at $1.76 per day for 5
months, - - - - - - - 262.60

Coal (4 lbs. per horse-power hour, 60 horse-
power for 7 hours daily), 112i tons (for 5
months) at $4 per ton, - - - - 460.00

Oil, waste, miscellaneous supplies and inci--
dentals for 5 months, say, - - - 200.00

Labor, etc., putting boats in running, order,
at beginning and storing same at end of
season, say, 360.00

Depreciation, per annum, on boats and pro-
pelling apparatus, at 10% on $21,300, - 2,130.00

Depreciation of station machinery and ap-
pliances, at 6% per annum on $4,750, - 285.00

Interest, per annum, at 6%, on invest, of
$32,050, 1,923.00

Total operating expense, depreciation

and interest, . - . . $10,860.50

or $905.04 per boat per annum.
Total mileage run per boat per month

(60 per day), 1,800 miles.

Total mileage run per boat in 5 months, 9,000 ''
Total mileage run, 12 boats, at 9,000
miles each, - - - - - 108,000 "

Cost of operation, including running expenses, deprecia-
tion and interest, as per above estimate, = lOyf^^ cents per
boat mile. The boats assumed can seat 20 passengers and
over. If an average of only one-half of this number is
constantly carried, paying fare at the rate of one cent per
mile each, the receipts will equal the operating expense,
depreciation and interest on investment, as above.

The boats, in this instance, run at intervals of about 17
or 18 minutes (allowing for short stops), If miles apart,
along the entire distance of 10 miles.

The cost and operating expense of electric launches will,

ELEOTBIOAL BOATS AND NAVIGATION.

of course, vary with different sizes and speeds, which
the conditions and requirements of each distinct case
contribute to determine.

15. One of the earliest, largest and finest fleets :^or public
hire is that which was established in 1888, as already noted,
on the Thames, using Immisch motors, and is now carried
on by the General Electric Power and Traction Co., Lim-
ited, with headquarters at Piatt's Eyot, Hampton. Accord-
ing to the latest information received, the Company now
possesses a fleet of 22 launches, 5 floating charging stations
and 4 permanent charging stations. The largest boat is the
"Viscountess Bury" (Pig. 15), to which reference has
already been made. She can be hired, it is stated, for twelve

Fia. 16, — ^Thb "Viscountess Buby."

guineas ($60) per day, that sum including captain and assist-
ant, lock dues, etc. As she will accommodate 70 passengers,
it is evident that the charge per head is very small. The
"Omicron" is also 65 feet long, like the "Viscountess
Bury," but is only 7 feet beam. Then come a number of
boats ranging in size from 45 feet long to 35 feet long, and
another batch running up to 27 feet long, the charges for
hire ranging proportionately from $30 per day down to $15,
the sum named including wages for a deckhand, lock dues,
etc. These launches have long been a familiar sight on the
upper Thames, and are largely availed of by parties which
wish to enjoy its placid beauties at a minimum of cost,
fatigue or inconvenience. The passengers they have car-
ried run up into the thousands. The boats ranging from 30

STORAGE LAUNCH FLEETS AND PASSENGER BOATS. 29

to 45 feet have motors weighing 350 pounds, and at full
speed develop about 3 brake h. p. at 760 revolutions per
minute. They are equipped with from 40 to 60 cells. The
rules of the Thames Conservancy require a low rate of
speed as a precaution against ''wash," and the boats are
therefore arranged to run at a normal rate of 6 miles an
hour, or at a "half speed" of 4i miles. At the higher
speed they take 28 amperes at 85 volts and at the lower 21
amperes at 43 volts. The "Viscountess Bury" has 180
cells.

16. Another picturesque spot that has welcomed the
noiseless, smooth-gliding electric launch has been Lake
Windermere, with whose scenes the names of Wordsworth,
Southey, Ruskin and others are so closely associated. It
can easily be imagined that in such a place these launches
were found preferable to steamboats. The charging station
is driven by water power, an ideal source of energy in such
surroundings. An old mill had been partially destroyed
by fire, but as the water wheel mechanism remained intact,
a Glasgow firm of boat builders conceived the happy idea
of putting dynamos in the ruined building at Cockshott
Point. The conditions were not such as to ensure a high
efficiency for the plant, but water power is generally cheap,
and a good rate of hire for the boats has been obtainable.

17. A boat that belongs in the category of passenger
craft is the "Electric" transport, built for the British
(government for the special purpose of conveying troops to
and fro along the River Medway, between Chatham and
Sheerness, two important military and naval depots. This
boat is- open, 48 feet 6 inches long, with a beam of 8 feet
6 inches, and built chiefly of mahogany and teak. She
derives her power from 70 cells of 19 plates each. She has
a draught of 2 feet 3 inches and will carry about 40 men.

18. A very interesting and important experiment in the
utilization of storage launch fleets was made in Scotland, in
1890, at the Edinburgh International Exhibition, when the
enterprise of the General Electric Power and Traction Co.
led it to place a flotilla on the Union Canal. These boats

ELECTRICAL BOATS AND NAVIGATION.

proved a great success, and an interesting account of them
was read before the Royal Scottish Society of Arts, by

Mr. A. R. Bennett, M.I.E.E., to
whom we are indebted for some of
the details.

These launches numbered four,
and were built of steel, the hulls
being designed by Morton &
Williamson, of Glasgow. They
measured 40 feet long over all, by
6 feet beam, 3 feet 1 inch from
gunwale to keel, and drew 2 feet
1 inch when empty. Equipped
with motor and cells, they weighed
Si tons out of the water. Each
boat had a capacity of 40 passen-
gers, with ample elbow room. They
carried 50 cells of the E. P. S. boat
type, each cell weighing 58 pounds
complete. The cells were of ebo-
nite, standing upon glass insul-
ators filled with resin oil. These
cells were ranged along the sides
of each launch in two rows, 25 on
each side ; and the lids, covered
by cushions, served as seats. The
motors were of a modified Immisch
type and weighed 350 pounds each.
The propellers were coupled direct
to the motor shaft. A ball-bearing
thrust block was attached to the
motor bed and constructed in com-
bination with the plain bearing of
the motor. Fig. 16 shows the
launch in longitudinal section ;
Fig. 16a a midship section ; and
Fig. 16b shows the motor and the
ball bearings. The motor had four
field coils with a resistance of .18
ohm when hot. These were in series with the drum arma-
tore, which had 48 coils and a hot resistance of .3 ohm. At

.oJk..

X
O

<©

STORAGE LAUNCH FLEETS AND PASSENGER BOATS. 31

its most favorable speed this motor had an efficiency of 85
per cent. When the launches traveled at the rate of 4^
miles an hour the motor efficiency was cut down to 75 per
cent.

Fig. 16a. — Midship Section.

The controlling switch is shown in Fig. 16c. It had three
levers. The current from the accumulators was led to the
switch through a lead fuse which opened at 42 amperes.
For the first instant there was nothing but the ordinary
conductor resistance of the coils to overcome, and a rush of
current would have occurred but for the interposition of
the series of resistances shown. The beginning of the
movement admitted current through a resistance of 2 ohms,

Fig. 16b. — Immisch Launch Motor.

which was gradually diminished as the lever passed the
second and third contacts, until it reached the fourth, by
which time the armature had started up and was develop-
ing its counter electromotive force, when full current was
on. The second lever in the cpntrolling__switch set the

SLEOTSIGAL BOATS AND KAVIOATION.

STORAGE LAUNCH FLEETS AND PASSENGER BOATS. 33

speed at 6 or 4i miles as desired by throwing the cells
either all in series or in two equal parallel groups of 25 ;
while the third lever was used for reversing, and simply
changed the direction of the current through the armature.
Neither the second nor the third lever could be shifted
while the current was flowing, the first lever locking the
other two mechanically while it was in the "on" position.
In this manner the motor was protected from harm, and the
current was guarded against waste.

Fig. 16d. — Edinbubgh Charging Station and One op the

Launches.

The propeller shaft was bolted directly to the armature
spindle, and passed through an ordinary water-tight gland
at the stern, the back and forward thrust being taken up at
the armature by means of the ball bearings already men-
tioned. Propellers of various patterns were tried. At a
speed of 4^ miles an hour, a three bladed propeller made
too much wash, and a phosphor bronze two bladed form
was adopted, having a diameter of 19i inches and a pitch
of 14 inches.

ELECTRICAL BOATS AND KAVIGATION.

19. These four launches were charged during the night,
so that all of them were available for service throughout the
day. The charging plant, Fig. 16d, consisted of an Immisch
shunt- wound dynamo, running at 750 revolutions and
delivering 120 amperes at 130 volts, or about 21 horse-

O
o

power. The dynamo was driven by a 25 horse-power
engine. For charging, the cells in each boat were put in
series, and then the four boats were grouped in parallel.
Each launch was charged with current suflBicient to run it
easily from 10 to 12 hours. The longest run made by any

ti:

Th ^ 1

1 lie
art

Off

|rf«l%m

iToa.ia— .81 .oil

STORAGE LAUNCH FLEETS AND PASSENGER BOATS. 35

boat was from the Exhibition to
Linlithgow and back, a distance
of 40 miles. The current was also
nsed for signal bells and incan-
descent lamps.

The boats plied regularly along
the Union Canal, and a four cent
fare was charged. Between May
31 and October 11, the boats car-
ried no fewer than 71,075 paying
passengers, besides season ticket
holders, officials and others enti-
tled to ride free. On the busiest
day, 2,560 passengers were
carried.

20. It will be remembered that
the World's Columbian Exposi-
tion in 1893, at Jackson Park,
Chicago, was laid out by Mr. F.
L. Olmsted so as to include a
series of lagoons and canals, com-
municating with Lake Michigan
and serving as a means of ap-
proach to nearly all the import-
ant buildings of the Fair. A
course of about three miles was
thus open to profitable use, and
the competition for so valuable
a concession was very active.
Several concerns were bidders for
the exclusive franchise, and each
of them was required to build a
sample boat to be submitted to
trial tests in order to determine
which was most suitable for the
requirements of passenger traffic
on the Exposition waterways.
Steam, naphtha and electric
launches were tested, and the
privilege was awarded to the

III '"

86 ELECTRICAL BOATS AND NAVIGATION.

Electric Launch & Navigation Company of New York, who
thereupon equipped a fleet of 50 launches and placed them
upon the waters of the Fair, while the Exposition equipped
four boats for its own special use. The launches were fitted
with Beckenzaun motors modified and constructed by the
General Electric Company of New York, and with accumu-
lators made by the Consolidated Electric Storage Company
of New York. One of the boats is shown in Pig. 17, in
perspective ; in section in Fig. 18, which also shows the
motor and its bearings.

Each boat was 35 feet 10 inches over all in length and 31
feet 6 inches on the water line. The beam was 6 feet 2^
inches and the draught 27 inches. The hulls of these boats
were constructed of white oak frames, with white cedar
planking. The inner paneling, decks and other parts were
mahogany. All the woodwork was finished in its natural
color, thus giving a very rich appearance. The charging
station was at the southeastern comer of the Agricultural
building, in the South Pond. When the boats were to be
charged they were laid up there, and whenever a boat
needed repairs it was hauled up in its berth. The charging
was all done at night, so as not to interfere with regular
trips during the day.

The motor was protected by a box which rose flush with
the main deck of the boat, and was so set that all working
and wearing parts could be readily reached. The storage
batteries were placed around the sides of the boat, under
the seats and entirely out of sight. The motor was nomin-
ally of four horse-power, and was coupled direct to the
propeller shaft, with a thrust ball bearing, in which the
shaft ran. By this combination of direct coupling and
thrust bearing all gearing and loss of power, as well as
unnecessary noise and jar, were done away with.

The batteries used were of 150 ampere hours' capacity.
Each boat had 66 cells, and these cells could be connected
in three groups of 22 cells in series or in two groups of 33
cells in series. Fig. 18a shows the plan of wiring adopted
for the boats, although in the diagram here presented 78
cells are enumerated. For the regular and moderate
speeds, the batteries were grouped in three divisions, in
series, with or without a resistance in circuit. The other

STORAGE LAUNCH FLEETS AND PASSENGER BOATS. 37

grouping consisted of putting the cells in two groups in
series, with or without resistance. The controller con-
sisted of magnetically controlled switches, combined with
mercury cups, operated by a lever at the pilot's right
hand. Four speeds ahead and two astern were obtainable,
and proved adequate for every purpose. A current of 18

Figs. 18b and 18c. — Arrangement of the Seats, Batteries,

Motor, Etc.

amperes per group was generally used to charge after a
run of 50 or 60 miles at nominal speed, and from six to
seven hours was required. In case of necessity, however,
a current of 30 amperes was used, when the batteries were
charged in four or five hours.
Not one ot the pilots or guards who managed the fleet

ELECTRICAL BOATS AND NAVIGATION.

had ever before handled an electric lannch, yet they ex-
perienced no trouble whatever from the first. The control
was by means of a small lever switch at one side of the

Fig. 18d. — Map of World's Fair Grounds, Indicating Interior
Basins and Lagoons upon which the Electric Launches
WERE used.

steering wheel, located in the forward part of the boat.
This lever allowed of four speeds forward and two back-
ward. The nominal speed at which the boats were run

STORAGE LAUNCH FLEETS AND PASSENGER BOATS. 39

was from six to seven miles an hour, but they had a reserve
speed of from eight to ten miles. At the ordinary speed,
the launches at the Exposition were in constant use from
12 to 14 hours a day on one charging, and the cost of this
charging never exceeded 60 cents per day per boat. All
the electrical parts except the switch were protected, so
that there was no possible danger of shock, and there was
no report at the Exposition of any mishap of this kind.

The greatest test the launches had during the period of
the Exposition was on Chicago Day, when 622 trips, each
trip of three miles, were made by the fifty boats. Six of
these boats averaged 50 miles each, while 20 of them aver-
aged over 40 miles, carrying on each trip about 40 people.
There were no fewer than 25,000 passengers carried by the
launches on that day, and entirely without accident. In
fact, very few accidents occurred to any of the launches,
and almost all that did happen were caused by the pro-
peller becoming entangled in wires or other debris in the
bottom of the lagoons, thus springing the shaft or bending
the propeller blades. One bunch of wire was shown in the
office of the company that was gathered up by a propeller
and that would require a bushel basket to contain it.

21. During the month of October, 1893, the writer had
frequent opportunities to watch the performance of these
boats and found it most satisfactorily to the public and to
all concerned. Believing that definite data would be valu-
able he secured from Mr. R. N. Chamberlain, the electrical
engineer of the service, the following detailed figures up to
that time :

April 13 to October 1, 1893.

Mileage and Passenger Traffic.

Passenger trips of three miles each, - - 47,787

World's Fair special launch trips, - - 6,750

Special trips of regular launches, - - - 1,220

Trial trips, 270

Experimental trips, 180

Total number of trips, - - - - 56,207

40 ELECTRICAL BOATS AND NAVIGATION.

At three miles per trip, total miles, - - 168,621

Average miles per launcli to October 1, - 3,122

The total number of days the 54 electric

launches have been in service on the lagoons

of the World's Fair was, - ~ - - 6,694
Therefore the general average of miles per

launch per day was, 25.67

Minimum miles per launch per day, - - 14

Maximum " '' " - • 37*

Maximum miles, one launch, one day, - - 54

Total number of passengers carried from May 1

to October 1, 801,000

Maximum passengers carried in one day by

one launch, 464

Maximum number of people carried by one

launch for one round trip, - - . 40

Operating Cost.

Average cost per launch per day for charging,
at 3 cents per electric horse-power, - - 55ic.

Average cost per launch per day for care and
repair of shafting, propellers, 54 motors, 162
packing boxes, 3,524 storage batteries, in-
cluding labor for charging 54 controllers —
all the above being gone over every 24
hours, 43c.

Renewals of batteries per launch per day, - 41c.

Renewals and repair material for all else per
launch per day, 9c.

Total cost per launch per day, - - - $1.48 J
Average cost per launch mile for labor and
material, exclusive of office expenses, - 53c.

The Fair lasted a month after October 1, and the number
of passengers reached about 1,000,000, before the service
was suspended. When it is understood that even at the
time these figures were compiled the launches had run on
an average f 6ur times the number of miles a launch owned
by a private individual would ordinarily cover during a
regular season, and that the operating expenses were

STORAGE LAUNCH FLEETS AND PASSENGER BOATS. 41

decidedly heavier than under ordinary circumstances, it
will be acknowledged that the cost per launch mile is
exceedingly low. Judging from the experience of six
months with the 54 launches, Mr. Chamberlain believed
that the expense can and will be, in the near future,

% ■

■I I

00 ^

brought down to as low a figure as three cents per electric
launch mile where at least 30 launches are operated under
like conditions.

The original cost of these launches complete was about
$3,000. At the end of the Fair the fleet was placed on sale,
and several of the boats have been bought for use in differ-

42 ELECTRICAL BOATS AND NAVIGATION.

ent parts of the country by persons who had witnessed
their operation and had become desirons to introduce them
on local waters for private pleasure or for public hire. The
money-making ability of the fleet may be inferred from the
fact that it had earned a total of $314,000, on the above
showing, the round fare for the trip of three miles being
50 cents.

22. In competition with these launches at the Fair, were
a number of gondolas, which were a graceful and pictur-
esque element, but which were certainly not more poetic in
ease and smoothness of motion than the electric boats. In
.fact the contrast in many practical features was so marked
that a syndicate of Italians purchased one of the electric
launches in September, 1893, and sent it direct to Venice to
serve as the nucleus of a fleet on the historic canals.
Under the fitting name of ''Venezia," the little craft,
which had been so busy at the Fair, made her reappearance
in the waters so long associated with the song and oar of
Adria's gondolier. It is needless to say that she created a
sensation, for her quiet and graceful performance, so
different from the noisy, fussy movements of the steam
launch, gave immediate proof that in the electric boat the
time-honored gondola had at last met a rival against
which no halo of poetr j^ and romance would help it greatly.
Fig. 19 shows her at anchor opposite the Doge's Palace.
She now has 68 cells in 4 groups, governed by a mechanical
controller. In order to protect her hull against the weeds
and action of the canal water, it has been sheathed with
copper. The success of the boat has been indubitable,
but it is understood that the fleet of which she is the proto-
type will all be longer, so as to afford greater passenger
capacity. Visitors to the World's Fair will note that her
deck housing is slightly changed, it being now made to
conform to the general style of the quaint cabin-top seen on
the gondolas, in Venice, but not very much in evidence on
the gondolas used at Chicago.

In the succeeding chapter reference is made to other
launches and launch fleets that have been started, and
details are given as to methods of operation in use or likely
to be generally adopted for such service.

STORAGE LAUNCH OPERATION AND CHARGING.

CHAPTER IV.

Special Features of Storage Launch Operation and

Charging.

Fig. 22.— Charg-
ing Station.

23. There are, all over this country, elec-
tric railways running through picturesque
suburbs, watering places and summer re-
sorts, skirting navigable streams or termi-
nating at the shores of lakes and bays.
Thousands of pleasure seekers and rest
seekers are carried daily to these charming
spots where the railway people turn them
loose to fall into the hands of the boatmen
for the rest of the day. One railway man-
ager, however, conceived the idea of being
his own boatman and keeping the public
himself. He carried out his plan with what-
ever old apparatus he had at hand, or could
secure ; operated two boats all last summer
and is so well satisfied with the success of his combina-
tion plant that this year he intends to enlarge his fleet
materially and equip it with improved apparatus.

The Seashore Electric Kailway at Asbury Park, New
Jersey, runs for some distance at the northern end of its
route near the shore of Deal Lake, a very pretty little body
of water separated from the ocean only by a low range of
bare sand dunes and reaching inland in labyrinthine fash-
ion, its bare banks changing with surprising rapidity to
cool mossy terraces covered with trees and undergrowth.
At the ocean end, the road makes a turn within about 50
yards of the lake. This point was selected for the " charg-
ing station," a view of which appears in Fig. 22. Before
discussing this structure, however, it will be well to speak
of the boats themselves, as they are unique among electric
craft. The flagship, ''Bonaventure," is a, flat-bottomed

44 ELECTRICAL BOATS AND NAVIGATION.

boat 36 feet long, 7 feet in beam, draws 18 inches of water
and will carry 36 people at the rate of 8 miles an hour.
It is equipped with 110 cells of Julien battery in series,
modified to suit existing conditions, as will be explained,
and a Crocker- Wheeler motor of 2 horse-power running at
a potential of 220 volts (Fig. 21). The motor shaft is 1 inch
in diameter and drives an 18 inch propeller. The boat has
run for 12 hours on a single charge. The '' Dart" (Fig. 20)
is 32 feet long and 7^ feet in beam with 2i feet draught.
Unlike the "Bonaventure," it is clinker built and has a
round bottom. Fifty-five cells connected in series supply

Fig. 20. — Charging the "Dart."

current at 110 volts to a Crocker- Wheeler motor in the
centre of the boat directly connected by a 1 inch shaft to a
22 inch two-bladed screw, making 600 revolutions a minute.
The "Dart" carries 25 people at an average speed of 10
miles an hour and can make, it is said, 16 miles an hour at
a spurt. A Crocker- Wheeler rheostat of enameled wire
coiled about cylinders of asbestos paper to prevent vibra-
tion, controls the motor and is provided with stops for 7
speeds.

The batteries, as stated, are old Julien cells formerly
used on street cars and, for some time before being assigned
to their present work, occupied a conspicuous place in the

STORAGE LAUNCH OPERATION AND CHARGING.

scrap heap of the railway company. When it was decided
to try them on the launches, each alternate plate was
removed, increasing the distance between the remaining
ones to three-eighths of an inch. This, of course, results in
a much higher internal resistance, but, on the other hand,
the cells do not give out quite so often, and the company
preferred resistance, to investment, in new cells during the
experimental stage.

-S^

Fig. 21. — Cbockeb- Wheeler Electric Launch Motor.

But the chief novelty is the method of charging. The
street railway feeder, 50 yards away, is simply tapped and
a line run down to what has been called the "charging
station," but which is in reality a small box nailed to a
post and containing a cut-out switch, an ammeter and a 50-
ampere fuse (Figs. 20 and 22). The railway takes a current
with a potential of 500 volts and this pressure is reduced
for the launches by an amusingly simple process. After
passing the switch, fuse and ammeter in the box, and the
batteries in the boat, the circuit leads to an old iron pot

46 ELECTRICAL BOATS AND NAVIGATIOIS^.

sunk in the mud at the end of the pier. A section of iron
pipe is stuck loosely in the dry sand above high water mark
and this is connected to the railway return circuit. It will
thus be seen that to vary the potential it is only necessary
to push the iron pipe farther down into moist sand or pull
it up a little where it is drier. The batteries are charged
with a current of 15 amperes at about 140 volts.

Mr. A. S. Hickley, general manager of the Seashore
Electric Railway Co., with whom the plan originated, is
much pleased at the result of his first season's work, and,
as stated, intends improving it this summer and putting it
upon a really commercial footing. The fact that with such
apparatus — all old except the motors — ^two old boats could
be run for three months and make money without charging
exorbitant fares, certainly shows that thought, work and
capital expended in perfecting such a system can be well
invested.

24. So crude a method as this is here described and illus-
trated chiefly with the idea of showing that the combina-
tion of storage launch work with electric railway work is a
new and promising field, and deserves attention. At the
present time many electric railway companies in this coun-
try are interested in suburban property and in rural
pleasure grounds at the outer end of the roads. Several
of the companies have gone so far as to improve existing
pools and streams and have even laid out extensive sheets
of artificial lake. Hence the opportunity already exists,
but the chief difficulty of the work proposed appears to
lie in the high voltage of the railway circuit — ^f rom 400 to
500 volts. It does not seem feasible to install in small
launches for casual, or even for regular, use a number of
cells sufficient to represent that voltage, even if two or
three boats were charged with all the cells in series. But
it is obvious that an easy way to meet the problem is to
Install a dynamotor, or motor-generator, at the charg-
ing point. By this means, the voltage of the railway cir-
cuit can be transformed down to that of the groups of
cells, and a very successful use made of the railway cur-
rent whenever it may be needed, either day or night. If
desired, the motor-generator could be put on board a boat,

STORAGE LAUNCH OPERATION AND CHARGING. 47

SO that wherever it went it would obtain current from any
railway circuit passing the shores of the waters it hap-
pened to be navigating.

Up to the present time, no demand for current has been
of sufficient importance to make a special study of the
question desirable in America, but the time has arrived
when the increase in the number of electric launches
depends on the frequency and accessibility of charging
stations. A great many hotels along the sea shores, the
rivers and the lakes have incandescent lighting plants, but
as a general rule no arrangement has been made by any
of them for running a tap circuit to a dock or landing
where launches may be charged. Yet it would seem that
money could be earned by the maintenance at most of
these resorts, of one or two launches to be hired by the
guests at a reasonable rate or for ferriage purposes ; while
in course of time the sale of current to visiting launches
sailed by private owners might also be made a source of
income. On the Thames, the General Electric Power and
Traction Company has a tariflE for the sale of its current to
private launches. This tariJBf is based on a day's run and
is estimated by the carrying capacity of the craft. Thus
for a boat capable of carrying 30 passengers the charge has
been about $4 (17 shillings) ; for 24 passengers, $3.75 (15
shillings) ; for 15, $3.25 (13 shillings and 6 pence) ; and for
10 passengers, $2.75 (11 shillings and 6 pence). These rates
are fair and remunerative.

25. Leaving aside the isolated plants, it is safe to say that
no large stream in this country near a town or city is far
from a central station. As it is the business of any central
to develop the sale of current, it is evident that the field of
storage launch work is worthy the attention of local plant
managers, either in the way of charging cells or in carry-
ing leads to the water's edge, so that boats may come
alongside to obtain supplies of current. This was begun
last year in Boston by the local Edison Co., whose station
backs on the Harbor. At Newport this year, the electric
launches of Messrs. Astor and Vanderbilt will be charged
from the local lighting station.

Where launches are attached to steam yachts or steam-

48 ELECTRICAL BOATS AND NAVIGATION.

ships it is easy to charge them hanging in the davits while
the plant on board is running, and even to use the storage
launch as a means of current supply during the day, if the
demand is not large. If the launch is a big boat and no
outside supply of current is obtainable, it should be pos-
sible to have a small charging plant on board, driven by an
oil or naphtha engine, and to charge during the night or
while at anchor. This arrangement is not complicated or
expensive and might often prove advantageous. Mr. Astor
has such a plan under consideration.

26. The Milwaukee, Wis., Electric Launch Company was
formed recently with the intention of operating on the Mil-
waukee River, which is dammed at the city limits. Above
that point, for a distance of about two miles, range a
number of summer resorts, reached hitherto by steam
launches. This new company has bought a fleet of electric
launches to be run both on pleasure trips and as a regular
passenger line, taking one hour to make the round trip.
The electric street car line ends at the dam, and it is the
intention, this summer, to charge the launches from the
600- volt circuit by putting three launches in series, with
the object of avoiding any loss by resistance. The boats
are already very successful there.

Another company which has entered the same field is the
Altoona (Pa.) and Logan Valley Electric Railway Com-
pany, of Altoona, which has an artificial water of 13 acres
in Lakemont Park, at the end of its road, and upon which
it has placed a 26-foot General Electric launch. With this
boat, passengers are carried for 10 cents, the round trip
lasting 7 minutes. The current in this instance also is
derived from the street railway circuit. A group of ger-
man silver coils has been hung upon poles in the open air,
for the purpose, but it is understood that this is only
temporary.

In Boston, the necessity of making better provision for
the crowds seeking to obtain recreation and amusement on
the waters in the public parks, has led to the acceptance
by the Park Commissioners of a proposition under which a
fleet of no fewer than 260 boats of all sizes, rigs and origin
will be put afloat, in charge of Gen. C. H. Barney, who

STORAGE LAUNCH OPERATION AND CHARGING. 49

managed the electric fleet at the World's Fair. The boats
will be distributed upon the waters of some eight parks,
and will be either handled by attendants, or hired inde-
pendently. It is intended to make electric launches a
special feature of the work. As a matter of fact this is
not the first time that public park authorities have taken
up the subject, as a movement in this direction was made
as long ago as 1892, when the Southport corporation, Eng-
land, started a special carvel built electric launch, with
remarkable success. This boat, "The Bonnie Southport,"
will seat 40 persons, and is 38 feet 5 inches long, 7 feet 6
inches beam, and draws only 2 feet 3 inches of water. She
is driven by a 6 horse-power motor.

New Haven, Conn., is also the scene of the utilization of
electric launches in connection with the trolley system, and
similar work has been begun at Rochester and Buffalo.
About three or four miles from New Haven is a very pretty
sheet of water called Lake Saltonstall, to which the trolley
road runs. Mr. Ot. H. Townsend, the owner, has begun the
equipment of a fleet for the purpose of carrying passengers
around the Lake, which is about 3i miles long. Twenty
cents is charged for the round trip. The current is received
by the batteries through a resistance, consisting of a tank
of salt water in which two large iron plates are immersed.
The resistance is regulated by varying the distance between
the plates in the salt water solution, a handle being attached
to them for the purpose.

An interesting experiment is, it is said, soon to be tried
on the Gulf of Mexico, with a line of electric launches ply-
ing between a number of towns and ports along the coast,
and carrying both passengers and freight. The boats
required for such service are necessarily small, and hence
owing to the heat of the climate, steamboats are not in
favor. Several electric light stations exist along the coast
and from one or more of these, the launches will obtain
their supply of current. Moreover, the boats are easy to
handle and the fact that no part of the deck space is occu-
pied by machinery enables better provision to be made for
passenger service, as well as allows larger space for a
variety of small freight.

Another method of charging that has been resorted to is

60 ELECTRICAL BOATS AKD WAVIGATIOW.

that in use by the Earl of Aberdeen, Gtovemor General of
Canada, for his electric launch at Ottawa. The method
employed there, very successfully, under the supervision of
Mr. Osmond Higman, is that of taking the current from a
250 volt motor circuit, owned by the Standard Electric Co.,
a rheostat being used to reduce the current to the proi)er
proportions. The charging current is 40 amperes under a
pressure of 80 volts.

A novel use was made of an electric launch in 1890 by the
London Daily Oraphic^ whose boat followed close behind
the racing crews in the very fast Oxford and Cambridge
boat race, and from which carrier pigeons, with sketches
by special artists on board, were dispatched frequently
while the struggle lasted.

SPECIAL JSLEOTRIOAL OKAIT.

CHAPTER V.

Special Electrical Craft — Rowboats, Catamarans,
XKD Paddle Wheel Boats.

27. From various statements already made, it will have
been evident that the range of applicability of electrical
boats is by no means small, and that a number of very dif-
ferent types are possible. A few specific references to
modifications or novelties will be helpful and instructive.
The first example here shown is an electric rowboat, the
design of Mr. J. C. Chamberlain. We have recently had the
opportunity of testing her merits on the Harlem River, and
are of the belief that in many respects she would prove very
useful, wherever current is available. It is obvious that
primary batteries can be used, but in this case the boat is
fitted up with storage batteries, which are preferable for
many reasons, and which will doubtless be used when pos-
sible. We show the boat in Figs. 23 and 23a, and cannot
do better than quote figures supplied by Mr. Chamberlain
as to dimensions, cost, etc. ^e boat illustrated has the
No. 2 equipment, being 17 feet long and 46 inches beam.

Boat fitted with equipment

No.

Length .....

Beam ......

Draught .....

Freeboard with fullload

Floating capacity (8 to 0-inch draught of hull)

feet
inches

. pounds

16
46

8^
800

960

18
48
1%

19
60
14
10
1400

21
68
14

11
1700

Speed— Miles per hour for ) 8-4 hours

continuous run of f 6-7 "
Speed rate for short spurt

No. of boxes of batteries
Tvpo of motor and oontooUer .
Charging current— volts

No. hours for full
Cost per hour-> cents
Totalweight, boat with equipment
Price complete, boxed and crated,

f . o. b. N. Y. dty.

miles

▼amished boat
Painted

No.H

4-6

876

9400
890

8
No.H

8
490

$466
466

No.l

4-6

640

SffTO
660

l«

No.l

i-6

760

1686

686

1«

No.l
76
10

4-6
6

990

9706
695

Weight of equipment onlj

Price of same, boxed, f . o. b. New York City

pounds

866
$866

870
$816

606
$416

610
$475

716
$685

KL>2CTRICAL BOATS AND KAVIGATION.

It may be added tliat each boat has regulating and re-
versing speed controller. She has no sail, but carries oars.
The boat is specially desirable as a tender to larger craft,
for hunting or fishing up shallow creeks or rivers, but is, of

course, equally convenient for any casual use of business
or pleasure afloat, where it is deemed advisable to supple-
ment, or diminish, the labor of rowing. As an adjunct for
fishing purposes, it is easy to drop overboard from this
boat, in circuit with the batteries, a little incandescent

SPECIAL ELECTRICAL CRAFT.

lamp. It is well known that such a submerged light is an
excellent lure for fish.

28. We may next consider an ingenious and novel varia-
tion in electrical boats, in the shape of a catamaran. The
boat here shown (Pig. 24) was buUt and run very success-
fully in 1888 by Mr. Louis S. Clarke, of Pittsburgh, Pa.,
who sailed her upon the Conemaugh Lake that broke loose
and so terribly devastated Johnstown lying below. This
boat was built on the catamaran plan in the belief that less
resistance might thus be offered to passage through the
water, and that she might prove steadier than another boat
of equal capacity of the ordinary build. The twin hulls

Pig. 24. — ^Electbio Catamaran oit Lake Conemaugh, Pa.

were made of galvanized sheet iron. They were 22 feet
long and 14 inches in diameter, and displaced about 2,600
pounds of water. A light platform 6 by 7 feet was con-
structed on the hulls, which were separated a distance of
4i feet. On this platform stood the storage battery box,
which served as a seat and contained 26 cells of storage
battery weighing 400 pounds. They were charged from an
8-light dynamo on Mr. Clarke's steam launch. The motor
to drive the catamaran was placed forward in a small box.
The screw shaft stood at an angle of about 8 degrees from
the water and ran clear to the stem. The little motor was
of Mr. Clarke's own design, having a Grramme ring arma-
ture, developing about six-tenths of a horse-power and

ELECTKICAL BOATS AlfD NAVIGATION.

driving a 10-inch screw at about 460 revolutions per minute.
The motions of starting, stopping, reversing and regulat-
ing the speed were governed by two small switches handily
placed, and the steering was done by a small tiller in front
of the seat. At night a little search light was used, or the
craft could be lit up by one or two 60-volt incandescent
lamps. The " Spark,'' as she was called, made a speed of
about four miles an hour.

29. While it is not, perhaps, a distinct type of boat, the
"paddle wheel" form deserves special mention, in spite of

Fig. 25. — ^TBOUvii Paddle- Wheel Boat.

the fact that so few examples are known. We illustrate
here a " stem- wheeler " built by the ingenious M. Trouv6,
who has supplied more than one such boat for use on rivers
or waters where aquatic plants and weeds are abundant
and might clog a screw. Fig. 26 is a perspective view of
the boat, and Fig. 26 shows the method of mounting which
enables the wheels to operate together or singly, and re-
versely.

Quite a novel piece of apparatus was constructed a few
years ago at the works of the Freeman Electric Manufac-
turing Company, of New York City. It consisted of a boat

SPSiClAIi ELECTRICAL CRAFT.

mounted upon four wheels, and provided with an electrical
equipment for its propulsion. The apparatus comprised a
reciprocating motor which connected with the axle upon
which the wheels were mounted. The motor itself weighed
87 pounds and the batteries 64 pounds, consisting of 20
storage cells. The vehicle, it was said, could be run at 10
miles an hour. Mrs. P. A. Truax, the designer of this
apparatus, had in mind not only a vehicle for land travel,
but one which also could be used for water. For this pur-
pose the body was in the shape of a boat, and the wheels

Fig. 26, — ^Tbouvb Method of Connecting up the
Paddle- Wheels.

attached to the motor were also provided with paddles.
Thus, upon entering the water, the apparatus was at once
transformed into a boat with paddle-wheels. The wood-
work of the boat was remarkably light, weighing about 33
pounds. The wheels weighed 24 pounds each, and the boat
itself, with a load of 1,300 pounds, drew but 5 inches of
water. No records as to the performance of this curious
craft have been obtainable.

66 ELBOTBIGAL BOATS AND NAVIGATION.

CHAPTER VL

Submarine Electric Torpedo Boats.

30. We have thus far been dealing with boats to navi-
gate the surface of the water ; but electricity has also been
extensively tried in the propulsion and manoBuvering of
submergible boats intended chiefly, if not, indeed, wholly,
for purposes of warfare. These boats constitute a distinct
and important class. Without going into the history of
submarine boats in general, or touching on the work of
Van Drebble, Bushnell and Pulton, it may be stated that
in 1887 the U. S. Navy issued a circular showing the
requirements to be broadly fulfilled in the design and trial
of a proposed steel submarine torpedo boat for the Ameri-
can navy. Some plans were actually submitted; but, so
far as is known, the navy still remains without any such
boat, whether electrical or otherwise. The main features
in the stipulated requirements were that the boat should
be able to make a speed of at least 15 knots an hour when
running on the surface; 12 knots when "covered" by 3
feet of water ; and 8 knots when submerged and offering
no view of the object of attack other than one through
water. She was also to be able to run for about 30 hours
at full power, on the surface or covered, without detriment
to her power for use under water; and when submerged
she was to be capable of running at least 2 hours at 8
knots mean speed. If intended for "covered" and "sub-
merged" work only, without using air draught, she was to
be capable of running in that condition about 30 hours at
full power. She was to be able to turn in a circle of a dia-
meter not greater than four times her length, without
reversing engines, and was to be able to pass from the sur-
face to the plane below in 30 seconds. The shell of the
boat was to be strong enough to withstand an external
water pressure due to a submergence of at least 160 feet.

SUBMARINE ELECTRIO TORPEDO BOATS.

Against the bottom of a ship,
running at speed, she was
to deliver with reasonable
certainty torpedoes carrying
charges equal in minimum
effect to 100 pounds of gun
cotton. Besides this, she was
to have means of obtaining
an all-round view ; of purify-
ing the air for the crew so as
to allow of at least 12 hours'
submersion ; of keeping the
temperature within the boat
down to 100 degrees Fah. ;
and of getting away from ob-
structions, lighting the in-
terior, etc. The Navy Depart-
ment limited the maximum
displacement to 200 tons,
when the vessel was sub-
merged, but thought that
about 90 tons would give the
best results.

Before passing on to note
what has been done abroad,
in this field of work, mention
is in order of the paper read
by Lieut. Hovgaard, of the
Royal Danish Navy, in 1888,
before the British Institution
of Naval Architects, on the
' ' diving boat ' ' for which bids
had thus been invited by the
American government. His
boat then described is shown
in Figs. 27 and 28. She has a
fish shaped hull, 122 feet long
and 12 feet beam, with a low
superstructure surmounted
by two conning towers, li feet
high. Her displacement at

ELBOTRIOAL BOATS AND NAVIGATION.

5Z5

I
1

SUBMARINE ELECTRIC TORPEDO BOATS. 59

light draught was intended to be 171 tons ; and, submerged,
196 tons. The ordinary power of the boat was derivable
from vertical compound, surface condensing engines cap-
able of developing 600 i. h. p. ; but during submersion she
was to be driven by an electric motor developing 35 i. h. p.
taking current from a storage battery capable of giving a
speed of nearly 6 knots for five consecutive hours. Of stor-
age cells she was to carry no fewer than 540, of the lead grid
type, each weighing 79 pounds and capable of delivering 35
amperes for 6 hours, the average electromotive force of each
being 2 volts. The major portion of these cells — 490 — ^were
to be placed in a separate battery room. AH movements
up and down were to be brought about by a small propeller
placed near the centre of buoyancy in a vertical well going
right through the vessel, and driven by a 6 horse-power
motor also operated by storage battery current. Provision
was also made for electric lighting, and for pumping out
the water ballast by electric motor in about 30 minutes.
The shafting of the propeller was so arranged as to shift
over, when needed, from the steam engines to the electric
motor.

31. Turning to what has actually been attempted in
Europe, the first electrical boat we will describe is that
designed and experimented with in 1888, and since, by Mr.
J. F. Waddington, of Seacombe, near Liverpool, England.

The length of this vessel (shown in Pigs. 29 and 30) is 37
feet over all, and her diameter amidships is 6 feet, tapering
in a curve at each end. On the top of the vessel is the
conning tower a, provided with ports at the sides and a
water tight scuttle | on top for entering the interior. The
vessel is divided by the bulkheads bb into three compart-
ments, of which the two end ones co are used for storing
the supply of compressed air, while the centre one is occu-
pied by the driving, pumping and steering apparatus.
The electricity used for working the motor is stored in 45
large accumulator cells d, which have a capacity of 660
ampere hours each, and are connected in series to an elec-
tric motor E, which drives the propeller F direct at about
750 revolutions per minute. The motor when working at
full speed uses a current of about 66 amperes and 90 volts,

ELECTRICAL BOATS AND NAVIGATION.

(«•!

P^*^

i
I

5£

SUBMARINE ELECTRIC TORPEDO BOATS. 61

developing 7.96 electrical horse-power, which would drive
the vessel for 10 hours at a rate of eight miles an hour,
thereby enabling the vessel to go eighty miles at full speed
without replenishing the accumulators, while at half speed
she would travel 110, and at slow speed 150 miles. The
great advantages the inventor claimed in using electricity
are that when once charged the vessel is ready to start at a
moment's notice ; that when stopped, the motive power is
not subject to waste, as in the case of steam power ; and
that no heat or poisonous gases are given off to pollute the
air in the vessel, which is an important feature in sub-
marine vessels ; also that a small sized class of these ves-
sels can be carried on a man-of-war's davits, ready for
instant use, the same as any ordinary launch. All the
levers for manoeuvering the boat are arranged amidships,
within easy reach of the steersman, so that he can control
the movements of the vessel, while looking out of the con-
ning tower. A second man accompanies the steersman, to
assist in case of emergency, so that the crew of the boat
consists of two men only. On either side of the vessel
large water ballast tanks g are provided, by filling which
the buoyancy of the vessel may be reduced by several
hundredweight when preparing to dive. At the after end
are arranged two vertical rudders hh and two horizontal
ones II, the latter ones being used for keeping the vessel on
an ''even keel" when moving under water. It was found
necessary to make the rudders ii act automatically, as a
man might lose his presence of mind when most required.
The inventor at first provided a pendulum suspended from
the top of the vessel and connected to the rudders ii ; but
it did not answer readily enough to the action of the vessel,
and he has since adopted an electric motor k working into
worm gearing, and arranged in such a manner that the
slightest cant up or down causes the rudders to be put over
to meet it, and then stop in the same manner as a steam
steering gear. At each side of the vessel balanced side
planes ll are provided, which may be inclined at different
angles by the lever m. Close to the bulkheads at each end
of the compartments cc a vertical tube, open at each end,
extends right through the vessel so as to leave a clear
course for the water from the vertical propellers nn, which

62 ELECTRICAL BOATS AND NAVIGATION.

are worked by separate motors, and may be used separately
or together, as the occasion may require. At the bottom
of the vessel a heavy weight is attached in such a manner
that it can be released from the inside in case of an emer-
gency, such as a sudden leak, etc. The mode of working
the vessel is as follows : The water tanks aa are filled so
that only the conning tower is above water, represent-
ing only several hundredweights of buoyancy, the motor
started, and a speed of say four to five miles an hour
attained. Then the side planes incline by means of the lever
M, and the vessel is thereby submerged. By regulating
the angle of the side planes and the speed, any reasonable
depth may be maintained. If it be desirable to submerge
the vessel without forward motion, only the vertical pro-
pellers are used, and any reasonable depth may be main-
tained by regulating their speed. These vertical propellers
may also be used for regulating the depth when the vessel
is moving onward, but the side planes are considered pre-
ferable in that case. The fresh air is drawn from the two
end compartments cc, and the bad air escapes through a
valve as soon as the pressure inside becomes greater than
that outside. But the compressed air need only be used
when staying below a lengthened period, as the centre
compartment contains air sufficient for two men for six
hours without drawing upon the supply of compressed air.
The vessel carries two automobile torpedoes o, one on each
side, secured by grips, which can be opened from the in-
side of the vessel. By releasing these grips the propelling
motor of the torpedo is started, and it shoots ahead of the
submarine vessel. A mine torpedo p, is also provided for
attacking any vessel at anchor with the torpedo nettings
down, and which can be fired from a distance by an elec-
tric wire paid out from the submarine vessel. The dotted
lines indicate portable guard rails and stanchions, which
are put in place when the boat is above water — a very
necessary precaution in a seaway.

32. Considerable notoriety was achieved in 1888 by the
electric submarine boat ''Peral," named after her inventor,
Lieut. Peral of the Spanish navy. She is shown in Pigs.
32 and 33. Her lines resembles those of the famous White-

8XTBMAEINE ELECTRIO TORPEDO BOATS.

64 EIiEOTEIOAL BOATS AND NAVIGATION.

head torpedo, but with an ogival cross-section. Her length
was 72 feet ; maximum diameter 9 feet 6 inches ; displace-
ment, 86 tons : draught on water when operating at the
surface, 2 feet 11 inches. She was equipped with two pro-
pellers, and with an Immisch electric motor driving each
one ; while the pumps were also worked by electric motor.
She carried 613 cells of Julien storage battery, of which
126 were allotted to each propeller motor and 100 to the
pump motors. The other cells were utilized for a pro-
jector, for inside lighting and for various other features
about which the inventor and the Spanish officials were
very reticent. Her nominal speed at the surface was 11
knots, and when submerged lOi knots. Besides her two
screws for propulsion, the '^ Peral" had two others for im-
mersion. If any accident occurred to the motors and the
immersion screws were stopped, the boat rose at once to
the surface without further aid, though, of course, the
emptying of the water compartments hastened the ascen-
sion. To avoid an undue expenditure of power in connec-
tion with the immersion screws, the water compartments
were filled to an amount which enabled a very slight
motion of the screws to sink the boat to the required depth
and maintain it there. The automatic apparatus which
regulated the depth at which the boat was to work was
designed on a principle somewhat similar to that of the
aneroid barometer. A curved tube of elliptical section was
placed in connection with the sea, and its deformations due
to the alterations of pressure actuated a switch, by which
the strength of the current going to the immersion screws
was varied. The positions of the contacts of the swit<5h
were altered to suit the particular depth at which it is
required to work. A very sensitive automatic electrical
device was also employed to keep the vessel in a horizontal
position. The apparatus consisted of a pendulum playing
between two contacts. If the boat was not perfectly level
from stem to stern, the pendulum touched one of the two
contacts, and the result was that the corresponding vertical
screw was actuated and the boat was righted^ Sundry
trials were made with this boat, but the silence in which
she is now submerged would indicate that she was not an
ultimate success.

SUBMAUINK KL>:CTKIC TORPEDO BOATS.

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ELECTRICAL BOATS AND NAVIGATION.

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33. Another electric submarine
boat of considerable fame is the
"Gymnote" (Figs. 34 and 35),
which was designed by M. Zed6,
the engineer-in-chief of the Forges
et Chantiers de la Mediterranee,
whose plans were accepted for the
French government by Admiral
Aube. She was launched in Sep-
tember, 1888. Her shape is that
of the Whitehead torpedo. Her
length is 59 feet, greatest diameter
6 feet 11 inches ; displacement 29.5
tons. She has two horizontal rud-
ders worked by hydrostatic pres-
sure or at will, and two vertical
rudders operated by the usual
appliances. The motive power is
electricity. The motor is of the
multipolar type, designed by Capt.
Krebs, well known from his work
in ferial navigation, and weighs
4,400 pounds. It drives a 4-blade
propeller, 4 feet 10 inches in di-
ameter, connected directly to the
armature shaft, and revolving at
200 turns per minute. The esti-
mated speed is 10 knots for six
hours, current being taken from a
battery of 564 Desmazures alka-
line accumulators, each cell weigh-
ing 38.5 pounds ; or a total weight
of 9.66 tons. The boat is also
steered and lighted by current
from the cells. On one trial made
in 1888, the boat dived 23 feet and
traveled 1,600 feet at a speed of
about 4 knots per hour, everything
working well, although certain
improvements at once suggested
themselves.

SUBMARINE ELECTRIC TORPEDO BOATS.

The Frencli Minister of Marine reported in 1891 that the
" Gymnote " had ''solved in a satisfactory manner the pro-
blem of submarine navigation, that is to say, the running

H
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of a direct course under water, toward any determined
point. This was proved last year at Toulon, when the
^Gymnote' ran outside of the harbor and directed her

ELKCTRICAL BOATS AND NAVIGATION.

course under the water towards the 'Couroime' without
deviating from the straight line for an instant." The
Minister remarked, however, that such a boat must have
weapons to fight with, and that these, with improvements.

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were to be furnished and embodied in a new boat called
the "Gustave Zede," to cost $223,800.

34. Another French submarine boat, of which it is said
that the Russian navy has adopted it "provisionally," is
the "Goubet " (Figs. 36 and 37), built on the lines of the

SUBMARINE ELECTRIC TORPEDO BOATS. 69

ordinary fish torpedo. She is about 18 feet long, 6 feet in
diameter, and has a total weight of 7 tons. Her hull is of
cannon bronze. During the first trial made of her at Cher-
bourg, in 1889, to test her system of aeration, the two men
who constituted her crew were hermetically sealed in the
boat for 8 hours at a depth of 33 feet. At the end of the
experiment, the men when they came up to get some coffee,
after their dinner, were perfectly comfortable and it was
found that there remained sufficient oxygen to have pro-
longed the experiment for 25 hours. The oxygen supplied
for breathing was compressed at a pressure of 70 atmos-
pheres in steel tubes 3.93 feet long, 4.72 inches in dia-
meter, weighing 66 pounds. Minor advantages alleged to
exist in the case of the " Goubet" are the possible substi-
tution or supplementing of the electric power by ''subma-
rine oars ; " the provision by means of a heavy mass of lead
attached to the keel and detachable at the touch of a but-
ton, for the instant coming to the surface, in the case of
any accident ; and the ease of steering, which is done by
means of the driving propeller. The report of the French
authorities has not been at all favorable as to the capabili-
ties of this boat for actual work.

35. In 1888, the French government commissioned the
Compagnie Generale des Bateaux Parisiens to build a sub-
marine boat to be used in destroying submarine mines.
Her greatest length is stated at 14.9 feet ; her diameter at 5
feet 4 inches ; her complement, two men. She is driven by
an electric motor taking current from a primary battery
and is lighted by electricity. No reports of her perform-
ance have fallen under the writer's eye, and this remark
applies equally to some of the submarine boats built by
Russia. There is no desire on the part of the various
governments to make public their tests in this direction,
whether success or failure attend them ; and hence the diffi-
culty in furnishing even the simplest details of construc-
tion. It is evident, however, that any great naval war would
bring to light what has been done secretly in this field.

36. One of the most interesting submarine electrical
boats is that designed by Mr. George C. Baker, of Chicago,

ELECTRICAL BOATS AND NAVIGATION.

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SUBMARINE ELECTRIC TORPEDO BOATS,

and tried at Detroit, Mich., in 1892. She is shown in
section in Fig. 38, and afloat in Fig. 39, She is built of
wood, and has about 75 tons displacement, divided as
follows : — Hull, 20 tons ; ballast, 30 tons ; storage battery-
cells, 10 tons ; engine, boiler and gearing, 8 tons ; and motor,
3 tons ; leaving 4 tons buoyancy. At normal draught,
about 2 feet of the crown of the hull remains above water.
The shell proper is six inches thick with a sheathing an
inch thick. It is built of strips of 3-inch oak, 6 inches
wide, nailed flatside together, with 9-inch spikes. The
boat is braced horizontally across its centre line by eight

Fig. 39. — Appeabance of Bakes Boat when Ready for
Going Undeb Water.

6 by 6-inch oak beams. The interior of the shell at the
centre is 13 feet deep by 8 feet wide, and the outside length
of the boat is 40 feet. The arrangement of the parts and
mechanism is shown in the diagram. It is the plan of the
designer to employ the steam plant to drive the dynamo
and thus charge the storage battery. When the charging
has taken place at any convenient point, the smokestack is
drawn down into the boat and the fire is extinguished by
closing the air-tight furnace doors. The cells may then be
turned on again to the circuit, but this time to run the
dynamo reversed, as a motor. The cap of the smokestack
is a valve, which when the stack has been pulled in closes
the only opening to the boat other than the manhole.

ELECTRICAL BOATS AND NAVIGATION.

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SUBMARINE ELECTRIC TORPEDO BOATS. 73

The pilot stands on an elevated platform in the centre of
the boat, his head being surrounded by the dome turret
with five plate glass windows, four at the sides and one on
top. Entrance and exit are made through the turret as a
manhole. The turret cap is provided on its under edge
with a gasket of rubber tubing. To seal the vessel, the lid
has only to be swung around on the stud at the side, which
forms its pivot or hinge ; and then by turning a nut on the
lower and inner end of the stud, it is let down and screwed
tightly into place.

The side screws are so geared as to regulate the depth of
submersion as well as to propel the boat. Mr. Baker's
theory in regard to such boats has been that a boat should
be forced under water by her screws rather than be sunk
entirely by means of an added weight, such as water drawn
into reservoirs on board. In other words, by the intro-
duction of water into reservoirs, in addition to ballast
already on board, the vessel's buoyancy could, at will, be
reduced to a minimum ; and when thus suspended or bal-
anced in the water, the screws can be run at the proper
angle to force the boat under. By driving the screws on
an angle, the boat could thus be navigated at any reason-
able desired depth. Another theory relates to the proper
location of the propellers. Mr. Baker's belief is that the
best plan is to employ two screws, each so arranged that it
can be set from within the boat to revolve at any angle in
a plane parallel with the vertical centre plane of the boat.
These screws are therefore connected so that they may
propel the boat backward or forward, on the surface or
below, force it down for complete submersion or bring it to
the surface. By placing the propellers also at the point of
the boat's centre of gravity, Mr. Baker has sought to
secure greater stability and to maintain the craft, under
all circumstances, with its keel parallel to the surface of
the water.

The equipment of the boat deserves brief mention in
detail. The Willard engine is of the marine type, rever-
sible, with links, etc., of nominal 35 horse-power. The
Roberts boiler is rated at 60 horse-power, oi the ordinary
marine pipe type, and tested up to 220 pounds pressure.
In connection therewith is a Worthington duplex pump

BUBCTKlCAIi BOATS AJ^D KAVIGATION.

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SUBMARINE ELEqTRIO TORPEDO BOATS. 75

4J by 2i by 4 inclies, employed to feed the boiler and to
draw the water ballast out of the reservoirs shown in the
keel. No filling of the reservoirs by pump is necessary, as
the water runs in of its own accord.

The electrical plant comprises a 50 horse-power Jenney
motor and 232 Woodward storage cells. The motor is built
for an electromotive force of 200 volts and runs at a maxi-
mum speed of 900 revolutions. It is geared to the two pro-
pelling screws, which are four bladed, and 24 inches in
diameter from tip to tip of blade ; and the screws run at
300 revolutions, which gives an estimated speed of about 8
or 9 miles an hour. When run by the engine as a genera-
tor of current, the dynamo works at 1,025 revolutions per
minute, and at a charging pressure of 220 volts. The cells
are grouped in four sets of 58 each, and are discharged in
two sets of 116 cells each. At the top of the boat is a con-
venient controlling switch connected with galvanized sheet
iron resistance coils placed in the forward end of the boat.
By means of this switch and the circuit breaker, the appa-
ratus is under control and variations in speed are obtained.
The pumps as well as screws can be geared to the motor.

The boat carries ordinarily two men, who have remained
in her 1 hour and 45 minutes without inconvenience.
One of these men acts as pilot ; the other as his assistant
and relief. There are two wheels to handle ; one for the
rudder, the other for changing the angle of the screws.
Mr. F. L. Perry, of the Western Electrician^ in the course
of a most interesting article in that journal,^ reports
spending 35 minutes in the boat, closed up, and chiefly
under water ; and mentions a test on May 24, 1892, when
Mr. Baker and his assistant were sealed in the boat, partly
on the surface and partly below it, 2 hours and 44 minutes.
The official ^' Notes on the Year's Naval Progress," for
1892, issued by the TJ. S. Navy Department, in speaking of
this boat says : ^' She was frequently submerged, retaining
an even keel below the surface, and answering readily to
the requirements of the pilot. * * * * It is the
opinion of the Bureau that the problem of submarine navi-
gation and attack is approaching a solution and will play
an important part in naval defensive warfare of the future."

1. WegUm Electrician^ June 4, 1892.

76 KLECTKICAL BOATS AND NAVIGATION.

In April, 1892, the submarine electric boat ^'Audace"
was launched by Migliardi Brothers, of Odnito-Vene, at
Foce, Italy, to the order of the Roman Company, for fish-
ing and the recovery of treasure, etc., from the bottom of
the sea. She measures 8.50 metres long, 8.50 metres in
height, and is 2.16 metres maximum beam. She is divided
into compartments and is built entirely of steel, having an
ovoid form in a transverse direction. She is driven by an
electric motor, actuating a screw propeller. It is stated
that she can descend more than 300 feet ; but the manner in
which she does this, as well as the various other features
of her operation have been kept a profound secret. The
boat will accommodate four or five passengers, and can
remain under water with them for six consecutive hours.
She has one of her compartments fitted with a door in such
wise that through it divers may carry on work in recover-
ing treasure, repairing hulls, fishing for pearl oysters, and
other like pursuits.

DIBIGIBLE ELECTRIC TORPEDOES. 77

CHAPTER VII.

Dirigible Electric ^'Torpedoes" for Warfare anb

Life-Saving.

37. While they cannot be classed strictly as boats, elec-
tric dirigible torpedoes are not to be overlooked in a gen-
eral treatment of the subject of electrical navigation, as
they are, practically, electric craft without a crew on board.
The advantages of being able to control these torpedoes
from the shore or shipboard, are obvious. Some idea of the
havoc possible with floating torpedoes may be formed from
the fact that toward the close of our Civil War, in 1865, in
Mobile Bay, within the brief space of two weeks, no fewer
than five Federal gunboats, two of them heavy double-tur-
reted monitors, were totally destroyed by coming in contact
with buoyant torpedoes ; and that a large launch was also
blown to pieces with its crew. If such effects were possible
with uncontrolled torpedoes, it would seem reasonable to
infer that infinitely greater injury could be inflicted on the
largest ships of an enemy if the torpedoes were controlled
or dirigible, and were also automobile. Such types are now
extant and successful. The earlier forms were electrical
only in the sense of having their steering mechanisms gov-
erned electrically. The Lay-Haight torpedo has its rudder
actuated by an electrically controlled gas engine, wires
running from the operating station to the torpedo through
an insulated cable. The Patrick torpedo is also governed
in its actions by electricity, by means of a two-wire cable
used with 80 Bunsen cells in series. It is our object, how-
ever, to deal with the types in which electricity is also the
motive power. That which is illustrated in Figs. 40 and 41
is known as the Sims-Edison. The engraving shows the
torpedo in section. It consists of a cylindrical hull of cop-
per, with conical ends, and is supplied with a small screw
and a rudder. The hull, carrying the dynamite section,

ELECTRICAL BOATS AND NAVIGATION.

G>lili

controlling cable, electric motor, and steering gear, is
supported at a submerged depth by an indestructible iloat

attached to the hull by an upright

steel stanchion. As the boat moves,

only the top shell of this float is

visible, carrying little rods showing

signal flags or balls. This float,

against which the Gatling and Hotch-

kiss guns of the enemy would be

. vigorously directed, is said to be

g entirely impenetrable. The hull and

I § float are protected from cables, ropes,

^ or other obstructions by a sharp steel

f » blade set at such an angle as to make

B the boat dive under or cut away the

S obstacle.

Q The electric current from the

2 dynamo on shore is conveyed to the
I torpedo by a cable stored in one of
S its sections, which is paid out as the
^ torpedo proceeds on its errand. The

operator from his station on shore or
S on shipboard can at will start, stop,
^ or steer the torpedo to port or star-
J board and explode the charge, which
^ can also be arranged to explode by
^ contact if desired, and he receives

1 notice when the hull or blade meet
5 with any obstruction, together with
^ the magnitude of the same, thus
^ making sure of the proper moment

for explosion.

Steering is effected by a powerful
electromagnet, into which is
switched the main current by means
of a polarized relay actuated by the
current of the shore battery. Two
keys control the relay in the boat,

and the rudder is thus thrown from side to side.
The diflEerent sections are connected together by gun

metal rings with wedge-locking pieces ; in other words,

DIRIGIBLE ELECTRIC TORPEDOES. 79

they screw together with the help of large spanners, and
the joints are made water tight with India rubber rings.
The act of joining the sections makes electric communica-
tion where necessary, by means of spring contacts, so that
no jointing of wires is required.

In No. 1 section is seen the charge, occupying the space
from the nose as far as a supplementary bulkhead, through
which the primer case is screwed into the centre of the
charge. At this bulkhead there is a joint, which is, how-
ever, seldom broken. The charge carried varies, but may
be taken as about 500 pounds of gun cotton or other
explosive, which is fired by means of an electric detonator,
and not by percussion. No. 2 section is fitted with a lid,

.-^:^, *_ r^ -^

Fig. 41, — Tbial of Sims-Edison Tobpbdo. — Launchbd fbom

Shobb.

which takes right oflf, so as to allow of putting in the coil
of cable, and a tube comes away from it under the torpedo,
through which the cable is carried away clear of the
propeller. This section is necessarily open to the water.
The cable, of which about 7,000 feet is carried, is wound
closely on a spindle, layer over layer, and when this is done
the spindle is withdrawn, leaving the coil held between
two end plates which are held together by four rods.
The inner plate is then drawn out, and the operation is
repeated in such a manner that after the second winding,
the cable on being drawn out from the centre, comes out
straight, pliable and free of kinks. It is now placed in its
receptacle, the leads in the end are connected through the

80 ELECTRICAL BOATS AND NAVIGATION.

after bulkhead, and the inner end is rove through the tube
and connected when required to the dynamo lead through
the switchboard. The cable, which is very flexible, is
about i inch diameter over all, and contains two concentric
conductors highly insulated. The outer conductor carries
the dynamo current for working the motor, and the inner
carries current from a secondary battery, for operating
relays in connection with the steering gear.

The after part of section 2 is bulkheaded off to form a
watertight compartment, which contains a relay for send-
ing, the motor current through to the charge. Section 3
contains a two-pole series-wound motor of Edison make,
which runs at about 1,600 revolutions per minute, and with
a current of 25 amperes at 1,150 volts develops about 33
horse-power. At the after end the shafting is geared
down so as to give about 800 revolutions for the propeller.
N"o. 4 section contains the shaft, which turns in ^'metaline"
bearings, so that no oil is required in any part of the
torpedo. A simple clutch connects this shaft with that in
section 3, but they are insulated from one another by vul-
canized fibre. This section also contains the steering
mechanism, which consists of two electro-magnets for
working the rudder one way or the other, and a relay for
sending the main current from the motor to either of these
electro-magnets on its road to the frame. On the top is
carried the rudder, which, when not drawn over either
way, is kept straight by the motion of the torpedo through
the water. On the end of the shaft is keyed a gun metal
right handed propeller 30 inches in. diameter, which for
ship use is fitted with a guard to prevent fouling the cable
after launching. The sloping stay at the bow is made per-
fectly sharp so as to cut through obstructions, but failing
to do this, the torpedo dives under, and when clear comes
again to its former level. The vertical rods on the float are
so constructed as to hinge back in such a case, and to
spring up again when clear. The total weight of the
torpedo ready for service may be taken as li tons, and the
floating power is all in the float, which for service is filled
with cotton, so that if riddled with shot it would still leave
a sufficient margin of buoyancy.

The current for operating the motor is produced by a

DIRIGIBLE ELECTRIC TORPEDOES. 81

continuous current dynamo, shunt wound, capable of pro-
ducing a current of 32 amperes at 1,200 to 1,300 volts. The
current for working the steering relay is taken from a
small box of secondary cells, giving current at 50 volts.
The torpedo is worked by sending in any given direction
the dynamo current, which can be switched on or oflf as
desired, and also reduced or increased, by means of a set of
resistances in the shunt. When the charge is to be fired,
the main current is reversed by means of a suitable switch.
This acts on the relay in the after end of section 2 and the
current goes through to the charge. Just before switch-
ing over, the current is reduced by means of the resist-
ances. For steering, the current from the secondary bat-
tery is sent through in one direction or the other by means
of a suitable switch, and so acts on the relay as to send the
main current to either of the two electro-magnets which
work the rudder.

The return for both currents is by water through the
frame of the torpedo. To avoid a chance of premature
explosion, a safety plug is attached to the switch, which
must be taken out before it can be reversed, and in later
torpedoes there is an arrangement to prevent the circuit
being completed through the primer until the motor has
made a certain number of revolutions. Near the switch-
board at the directing station are placed a voltmeter
and ammeter, to show what current is going away to the
torpedo, and they also indicate at once when the torpedo
has met with any obstruction, owing to the sudden extra
work thrown on the motor. When working the torpedo
from a ship in motion, the cable is to be paid out from the
vessel as well as from the torpedo as required, so that in
no case will there be any drag on the cable.

This torpedo has been adopted by the U. S. Army for
coast defence. The army reception trial at Willet's Point
in 1891, was made with a torpedo 31 feet long, 26 inches in
diameter, carrying 2 miles of cable, and having a capacity
for an explosive charge of 500 pounds. It was manoeuvred
at will, attaining a speed of 20 knots an hour or two knots
in excess of the contract, although it is said^ that in more

1. Annual of the Offlce of Naval Intelligence. Gen. Inform. Series, No. XI., July, 1892,
p. 188.

ELECTRICAL BOATS AND NAVIGATION.

recent tests, the same high rate had not been maintained.
This shortcoming is attributed to poor insulation of the
wires, a defect it should be easy to overcome.

This torpedo has also attracted considerable attention in
Europe ; and Fig. 42 illustrates some interesting experi-
ments made in England to launch and manipulate it from a
vessel under way as well as from a fixed point on shore. A
tumbler frame fitted on rollers on an overhead track holds
the torpedo, and the detaching is accomplished automati-
cally when the torpedo is clear of the ship's side, it entering
the water with an initial impetus which assists it to clear the

Fig. 42. — Trial of Sims-Edison Tobpedo. — Launched from

Ship.

vessel. The final trials took place in Stokes Bay, off Ports-
mouth, in 1892, when the *' Drudge " running at 4 knots an
hour launched the torpedo quite successfully. The torpedo
was then accurately manoeuvred from the ship and ran out
7,000 feet of cable in 4 minutes and 10 seconds, or at the
rate of 18.1 knots an hour.

38. Another electric dirigible torpedo is the Nordenf elt,
of which a successful trial in England was reported in 1888.
It is cigar shaped, moves 8 feet below the surface, and has
two floats indicating its position to the manipulator. Its

DIBIGIBLE ELECTBIO TORPEDOES.

^ — «

84 ELECTRICAL BOATS AND NAVIOATION.

length is 85 feet ; maximnm diameter 29 inches ; total
weight ready for action, 6,200 pounds ; explosive charge 800
to 600 pounds. It carries its own motive power, propelling
and steering apparatus and cable. The motive power is
furnished by 120 cells of storage battery, which will develop
18 horse-power. The motor weighs 780 pounds and drives a
screw at 1,100 revolutions per minute. The speed obtained
is 14i knots. The steering is done by a balanced rudder,
manipulated from the shore through a three-core cable,
3,000 to 4,000 yards in length. When tested, the torpedo
has run nearly 2 miles in three successive trips. Mr. Nor-
denf elt had in hand more recently a similar torpedo, to carry
180 storage cells, developing 84 horse-power, and giving a
speed of 16 knots at 1,500 revolutions per minute ; but the
writer has not seen any record of its performance.

Fig. 43 shows details of the Nordenfelt, while Pig. 44
contrasts the general design of the three types, the Sims-
Edison, the Lay-Haight or Patrick and the Nordenfelt.
In Pig. 43, A is the charge chamber ; c, c, o, c, the storage
batteries; d, the cable chamber; e, the electric motor
chamber ; f, the controlling instrument chamber ; g, the
steering power chamber ; t, t, the fins ; 1 1 the fin plates ;
N, K, the directing points, which contain electric lights
for service in night operations.

39. An interesting but apparently complicated torpedo
of the dirigible type is that brought to general notice in
1890 by Mr. Read Murphy, an Australian, and called by
him the ^'Victoria." It is intended to be operated either
from shore or from shipboard. In all essential respects
the weapon is a Whitehead torpedo. It is of the same
general shape and construction, and is propelled by com-
pressed air in the same way. But to the Whitehead
equipment there are added some new features of great
importance by which it is controlled. The steering de-
vices are found in both types of weapon, but in the shore
torpedo there are provided means for stopping, starting,
and exploding at the will of the operator. The shore tor-
pedo is the larger and more important of the two. It is 24
feet long and 21 inches in diameter at the largest part.
The head carries the charge ; next comes the compressed

DIRIGIBLE ELECTRIC TORPEDOES.

air chamber ; behind this is a chamber in which are coiled
1,200 yards of electric cable inclosing the insulated copper
strands ; further aft again is a chamber in which are three
electrically controlled spring motors, one for working the
vertical rudder, the second for the air valve which controls
the propelling engine and allows the cable to pay out from
the torpedo when at full speed, and the third for explod-
ing the torpedo and also for bringing it to the surface. It
is through the agency of the cable and the motors that the

Fig. 44. — The Sims-Edison, Lay-Haight and Nobdenpelt
Types of Dibigible Tobpedoes.

torpedo is controlled. The 1,200 yards coiled within it,
however, do not represent its range. An additional quan-
tity is coiled at the place where the operator is situated,
and it is intended that this shall be drawn upon first. As
the speed of the weapon is under control, it is seldom
advisable to launch it at full velocity. The amount of
power required to drive it at full speed for, say, half a
mile, would proi)el it at several miles at half speed, and
hence it is usually wiser to send it away at a moderate rate
until within easy shooting distance, when full speed can

OO ELECTRICAL BOATS AND NAVIGATION.

be given if desired. During the first part of the time the
torpedo would be dragging its cable behind it, not a very
serious matter, since it only weighs 41.110 grammes per
yard in the air, and when greased it will leave the torpedo
22.312 in water. But when the air valve is opened wide to
give full power, the coiled cable is released and pays out
from the body of the torpedo, thus obviating the drag, and
giving 1,200 yards free run. There is also a device pro-
vided whereby, should the shore end of the cable become
fouled, or offer too much resistance to the motion of the
torpedo, the clip which holds it is tripped, and the cable
within the torpedo is paid out. In the present case the
course of this torpedo is intended to be shown by Holmes'
compound, the gas from which is forced to the surface by
the rush of water through a tube.

For shore stations, the "Victoria" torpedo, instead of
being launched in the usual manner, may be deposited
with a buoy in a cage under water, it may be a mile or
more, from the shore, and is there left until the enemy
appears, when it is released. On being released, the buoy
ascends a given distance, and the torpedo starts on ite
journey, pulling the cable from the buoy as it would from
land. As the buoy contains the cable that would be other-
wise wound at the sending station, the torpedo has its run
of 2i miles from the position of its cage, and is worked
from that point exactly as it would be from land.

An ordinary cable connects the torpedo cage with the
operating station on shore. This cable contains the three
strands already described, of an extra cross-section to carry
the extra current of electricity ; and two extra strands, one
of which enables the torpedo and its buoy to be released at
pleasure, and when not required for this purpose is con-
nected with an ordinary electric bell. The second strand is
connected with electric cells, so that if the torpedo or the
cable is interfered with by the enemy, or hurt by mis-
chance, the water will connect the two strands so that the
bell will ring, and the officer instantly be apprised. If,
however, all goes right, he can, by a touch of the key, open
the cage and liberate the torpedo, which will rise as des-
cribed ; its engines can then be set in motion, and it can be
controlled and steered at will. The feature of interest,

DIRIGIBLE ELECTRIC TORPEDOES.

electrically speaking, is that each spring motor in these
torpedoes is connected with a small electric motor, by means
of pulleys and clutches. No record of any use of the
" Victoria " dirigible torpedoes is at hand. Their mechan-
ism seems to be most unnecessarily complicated.

40. We have thus far been considering dirigible craft of
the torpedo character simply as weapons of naval warfare,
but it is obvious that they constitute an admirable means
of saving life at sea either as a projectile with life lines to
aim at a wrecked or stranded ship or as an apparatus that
can be directed towards an overturned boat or to persons
struggling in the water and needing a buoy. Indeed an
electric life boat of this description has been devised in
England by Mr. J. Hibberd, whose plan is illustrated in

Fig. 45. — HiBBEBD Life-Saving Dirigible Electbic
Torpedo Float.

Fig. 45. A, A are the air chambers ; b, the electric motor ;
c, sand or a grapnel ; d, rod to open the bottom to release
sand, etc.; f, an electric light ; o, o, guide lines, and h,
communication line. This float can be sent from shore to
ship or vice versa. The object of loading one of the spaces
with sand is to keep the float under water till it reaches
the object aimed at, when, the sand being dropped, the
float rises, and can be secured.

An electrically lighted life buoy has been invented
lately by Capt. Melter, and some trials were lately made
with it at Kiel on board the German war vessel '' Worth."
The buoy was thrown overboard when the vessel was pro-
ceeding at a speed of about 16 knots, and for about 12

88 ELECTRICAL BOATS AND NAVIGATION.

seconds it was lost in the eddy current caused by the twin
screws of the vessel, but then reappeared. It is stated that
the exi)eriments resulted so successfully that it is probable
the new life buoy will be adopted generally in the Gterman
navy, and there seems no doubt it will be found of great
value at night time. It is evident that if such a buoy were
dirigible, as it might easily be, its value would be incalcul-
ably increased, not only for use on ships but for utilization
by shore patrols.

ELEOTBIO LAUNCH BEQUIEEMENT8.

CHAPTER VIII.

Some Genebal Considerations on Electric Launch
Requirements.

41. In the course of the preceding chapters a great many
features in the construction, operation and maintenance of
electric launches and boats have been touched upon ; note
has been made of many of their advantages and conveni-
ences, and some suggestions have been offered of means
for improving and developing such work as the service
involves. We now supplement such information by two
tables furnished by Mr. J. C. Chamberlain, E. E., giving
data, in harmonious relation and of an interesting nature
as to size, capacity, speed, cost, etc. The first category
includes yacht tenders, for yachts that have a charging
plant, and pleasure boats to be charged for regular
stations : —

Lensrth over all— ft. and in.

Beam

5 2

6 4H

5 6

6 2

It^

5 8

6 9

Freeboard

1 1

1 2h

1 4

1 1

1 8

Draught

1 10

1 11^

iim

8 1

8 8

8 ?•

Speed-Miles per) S^hrs.
nourforoontln-v 6-7 "

i«

uousnmof ) 8-10"

4I4 1

Speed rate for tahort sport .

1<%

No. of batteries stand, type

100

Charging corrent— Tolts .

100

180

125

amperes

No. hours to recharge .

4-6

44J

4-6

Cost per hour to recharge

batteries—cents .

t(H

11^

8(^

87«

Seating capad^

10-12

18-16

15-18

18-15

16-20

80-86

85^

80-40

Prices-Stand, type, planked
with selected cedar, decks

of mahogany, entire huU
and flniwings handsomely
polished andyamished .

$1600

$1800

$8160

$1660

$1875

$2860

$8700

$8880

Same type of boat, painted
hull, pine decks, calked.

handsomely finished

1600

1675

8000

1660

1750

8100

8660

8060

ELECTRICAL BOATS AND NAVIGATION.

The table is, it is thought, the more valuable for th^
prices it contains, as it affords an idea of the utmost
exi)enditure involved in buying and operating electric
boats. The next table, from the same authority, deals
with regular electric launches, running from 18 up to 70
feet in length.

^ i II «i5| i

s^^i

oS5 »

o g

^•«i § I gsJg I I

»??S s

^^ 2 li ^§53

^fc-§ S

6 £84*2

55 '^

•2 5

11 ss^Ss

gt.^1 I d ss5| I

>^<o2 8

d SSiSs

?«o^ 2

d 8g5^

S5 '"

i ^

?o2 s

d SSJS

Si?

8 jd ss2? i I

Note will be taken of the fact that the greatest length
here provided for is 70 feet ; and the greatest number of
cells, 264. These are figures far beyond the ordinary to-day,
in electric launch work, but they were actually exceeded in
the remodeled and enlarged "Electron," rebuilt on the
Hudson, in 1890, by Mr. James Bigler, from 36^ feet to 76

ELECTRIC LAUNCH REQUIREMENTS. 91

feet. Her original equipment of batteries was 200 cells,
but in the rebuilt boat this number was increased to no
fewer than 376. This boat had decks and a cabin, and
was operated at Atlantic City, carrying passengers for
fare from shore to sea, two or three miles, and back. But
her use was attended with patent and other litigation,
pending the settlement of which she has been more lately
operated as a steamboat. Her return to the ranks of elec-
trical boats is awaited with interest, and it is to be regretted
that in this case as in so many others of late years,
where storage batteries have been concerned, fruitless legal
squabbles have been allowed to interfere with the legitimate
advance of the art.

42. It will interest many readers to know what are the
elements entering into the design and construction of such
boats, and a few points dealing with such topics are now
given, with the assistance of Mr. F. Reckenzaun, who has
so long devoted his attention to this subject.^ The first
item to be taken into account is the hull, which, however,
need not materially differ from that of a steam or naphtha
launch. The shipbuilder's work remains the same, only
the interior or joiner's work requiring adaptation to the
different nature of the equipment. By this is not meant,
however, that any sort of hull will give satisfaction.
Before we have it built it is well to know what we are
going to put into it — the kind and size of motor and the
number and size of battery cells. Space is limited on all
sides, and the features of the hull, motor and battery
should be carefully considered in their mutual relations.

Let us assume that we wish to design our own boat.
After we have roughly modeled the lines, either in accord-
ance with the shipbuilder's practice, or to suit a special
fancy, it will be of advantage to lay down upon paper the
cross sections, taken at suitable distances apart from bow
to stem, a longitudinal section and a plan. We have but
a single straight line in an ordinary launch hull, and that
is the keel. The rest are all curves of various character.
These curves and the dimensions of the motive power outfit

1. The accompanjlng sectioiis are largely based upon an admirable contribution of
Mr. Reckenzaun to Tlie Electriccd Engineer, New York, of Aug. 18, 1890.

92 ELECTRICAL BOATS AND NAVIGATION.

should mutually agree, or else they are likely to prove
awkward when the apparatus is being put in place, and a
sacrifice of some kind would be the probable consequence,
which, perhaps, a very slight deviation from the lines of
the model might have avoided. The hull should be sub-
stantial throughout to withstand the strain from the weight
of battery and motor when in rough water. The joiner's
work will include a battery receptacle or receptacles of the
required dimensions. A trough placed directly over and
along the keelson, with the seats arranged on top of it, has
the advantage of giving the boat maximum stability, since
the centre of gravity will then fall near the keel, below the
water line. The passengers sitting back to back in two
rows along the centre, will add to this advantage, while at
the same time they may have an unobstructed view in front
of them. Another method consists in placing the battery
in a similar trough, laying the floor over it, and arranging
the seats above this floor along the sides or across the hull.
Access to the battery can be obtained in the first instance
by removing the top of the seats, and in the latter through
trap doors in the floor. Again, another way of distributing
the cells consists in arranging the battery receptacles along
the sides of the hull, with seats on top of them. A combi-
nation of the above methods may be effected to suit prefer-
ences. It is well to remember, however, that one of the
advantages of the electric launch is that its stability may
be made to exceed that of any other launch by a judicious
distribution of the weight of the propelling apparatus.

As to the material of the hull, wood is preferable to steel
or iron when it is considered that acid is to be carried on
board, although by a suitable construction of the cells and
receptacles leakage or spilling can be prevented under
ordinary conditions. These remarks apply, however, to
ordinary boats. It has already been pointed out that
submarine boats should have steel huUs, while some have
been built of phosphor bronze.

43. The next element to consider is the motor, which
must embody high efficiency, with special compactness,
low speed and reasonably light weight.

It is usually desirable to put as large a power outfit into

ELECTRIC LAUNCH REQUIREMENTS. 93

a boat as can be conveniently placed there and looked after,
and since the battery requires the largest amount of space,
the most suitable place for the motor is in the stem, as far
back as possible. The shape of this space then will gener-
ally determine the selection or construction of the motor.
The cross section in an ordinary launch hull resembles the
shape of the lower part of a heart, diminishing in Avidth
toward the stempost. The available base area for the
motor being triangular, the base must be narrow. With an
armature of about double the length of its diameter and the
field magnets crowded around it to suit the lines of the
hull, we have a motor that can be placed without unneces-
sarily encroaching upon space desirable for batteries or
passengers. A low armature speed (say 500 to 800 revolu-
tions per minute) will admit of coupling the motor shaft
directly on to the screw shaft without necessitating exces-
sive fineness of pitch in the screw. We have here an ideal
method of transmission. There is no lateral strain on the
motor bearings, while the thrust bearing, interposed
between the motor and the screw, takes up the longitudinal
strain.

The conditions of load in a launch motor are analogous
in the main to those of a fan motor, but more particularly
to those that would be encountered in an air ship or flying
machine, the following characteristics being observed : The
load consists in the resistance offered by the water to the
motion of the screw. The movement of the latter is inde-
pendent of its support — the boat in the present case — and
its effect will be either to set in motion the medium (water)
in which it moves, if the support is fixed, or to propel the
latter if it is free, in consequence of the inertia of the
medium. Hence the force required to start a boat is merely
that required to overcome the inertia of the body of water
affected by the screw proper and is independent of the in-
ertia of the boat. ^ The motion, being first imparted to the
water, is gradually transferred from the latter to the boat,
until a point of equilibrium is reached, determined by the
resistance encountered. It will be seen from this that even
if we throw the full load upon the motor at once (as is usually
done), the difference between the starting effort and that

1. The sabject of screws is treated in a later chapter at more length.

94 ELECTRICAL BOATS AND NAVIGATION.

required to maintain the final speed of the boat is so small
as to be entirely negligible in the determination of the
capacity of the motor. Speed once being reached, the load
will remain constant on a straight run, while it will slightly
increase on turning the vessel about, until a straight course
is resumed. In running against a current, the load of the
motor is smaller than in still water, while it is greater on
running with the current. Under the conditions ordinarily
met with, this difference is, however, but slight. Auto^
matic governing devices are obviously not required, unless
we were to consider an equipment for a large sea-going
vessel. If it is desired to get two or more different rates of
speed, the battery may be split up into a corresponding
number of sections, by means of a special switch con-
nected in series or parallel. The brushes should admit of
reversing the direction of the armature movement, but their
"lead" is best adjusted for forward motion of the boat,
unless a double set of brushes is employed, with reversing
lever to engage one or the other as required. A suitable
switch inserted between motor and battery serves for
starting, stopping and reversing the motor.

44. The storage battery, on account of its superior fitness,
is universally employed in connection with electric launches
at present. Without entering here upon details of con-
struction, we will consider the features to be dealt with in
its application. The first question confronting us is that
of bulk and weight. The manner of disposing of the bat-
tery has already beeij touched upon in considering the hull.
Being composed of a number of small units, there need be
no difficulty in distributing it. An ordinary launch hull
can well carry all the weight corresponding to the hulk of
battery which can conveniently be placed with due regard
to accessibility. We will, for convenience, take into con-
sideration a battery of a well-known type,i designed for
portable and locomotive purposes, occupying, per cell, 0.23
(solid) cubic foot of space (box, plates and all) and having a
capacity of 150 ampere-hours, or about 290 watt-hours, at a

1. The cell here dealt with has ahwady undergone considerable improvement, but the
ilgure will serve as a conservative estimate. The subject of batteries is resumed in a later
•chapter.

ELECTRIC LAUNCH REQUIREMENTS. 95

discharge rate (normal) of 25 amperes or an average of about
48.32 watts ; its weight being about 40 pounds. Reduced
to unit cubic foot, we have : Weight, about 175 pounds ;
capacity, about 1,260 watt-hours, with normal discharge
rate of 210.1 watts per cubic foot. The displacement per
cubic foot of battery will then be equivalent to (H.V =) 2.8
cubic feet of (pure) water; at this rate, allowance, for weight
of battery, must be made in determining the water line.
With ordinary launch hulls, the average battery load that
can be carried conveniently represents about one-third of
the total actual displacement in tons, including passenger
load. Any smaller proportion may, of course, be applied,
with correspondingly reduced results in capacity. The
capacity of the battery and motor are considered mutually;
for maximum effect the former guides the calculation.
With the type of battery above assumed, if it is to be
worked at *' normal" rate, the capacity in electrical horse-
power ef the motor required will be equal to the number of
cells multiplied by 0.0647, the working rate in electric
horse-power per cell, or to the number of cubic feet of bat-
tery multiplied by 0.2816, the corresponding constant per
cubic foot. For a rough preliminary calculation, on the
basis that the weight of battery represents one-third of the
total weight, we have.

Capacity = -q" X 3.604 electrical horse-power;

where D = total displacement (weight) in tons and 8.604
the working rate of battery in electrical horse-power per
ton (12.8 cubic feet). The duration, T^ of the run in hours
for one charge of battery will be :

O
^ = -^ hours, C denoting capacity of battery in watt

hours and R denoting rate of delivery in watts.

Since the power required to propel a vessel varies as the
cube of the speed, and since the duration of the run varies
inversely as the power (rate of delivery), it follows that
the mileage covered by one charge of battery will vary
inversely as the square of the speed. In practice, due
allowance is to be made for the characteristics of the motor
and for a falling off in the total output of the battery when

96 ELECTRICAL BOATS AND NAVIGATION.

pushed to a high rate of delivery. Where a maximum of
speed is to be effected, the battery should have a maximum
of active surface and a minimum of internal resistance, to
facilitate a heavy discharge without an excessive drop of
potential. Special care should be taken to render the cells
acid tight, by the use of suitable covers, etc. Spilling may
also be avoided by preparing the electrolyte in a suitable
manner. The jelly electrolyte invented by Dr. P. Schoop
offers in this respect a remarkable advantage.' It is also
advisable to line the battery receptacle with some acid-
proof material, preferably an insulator, and to provide a
bed for the cells to stand on containing a substance capable
of absorbing and neutralizing acid. All wires or cables
employed about the boat should have a good acid and salt-
waterproof insulation.

The question of charging facilities has already been
pretty fully discussed, but cannot be too exhaustively con-
sidered by the owner of an electric launch. It is believed
that the introduction of dynamotors (or continuous current
transformers), by means of which any direct current, as
from railway or lighting circuits can be raised or lowered
to the potential required by the battery, is destined to
prove of incalculable service in promoting the electric
launch industry. But let us assume, in order to present
the necessary calculations, that we have a 40-cell launch,
cells being of 150 ampere hours capacity, and that 110 volt
current is available from some everyday incandescent
lighting plant. The difference of potential required at
battery terminals (cells in series) would then be 40x2.5
= 100 volts at the finish — if a constant current, 25 amperes
in this case, is to be maintained. To reduce the initial
electromotive force of the circuit, we must then introduce
a resistance of

n 110-80 ^ „ ,
B = ^g = 1.2 ohm

at the start and gradually reduce the same as charging
goes on to the final minimum of (approximately)

o 110-100 ^. ,
Ji = — ^r^ — = 0.4 ohm.
25

1. See later chapter on Storage Batteries, etc.

ELECTRIC LAUNCH REQUIREMENTS. 97

Or, we may apply a constant electromotive force of about
90 volts (2.25 volts per cell) by inserting a constant resist-
ance of

o 110-90 ^Q ,
R = ^^ = 0.8 ohm,

in which case we will receive a heavier current at the start,
reducing itself (in consequence of the increasing counter
electromotive force of the battery) gradually to a minimum
at the end, the average being the same as in the other case.
The latter method may be preferable; the current will
decrease in proportion to the facility with which the gases
can be absorbed by the plates, while the results in time
and efficiency remain practically the same, and constant
attention is rendered unnecessary. If a boat is to be
charged, the battery of which, connected in series, requires
a higher electromotive force than that available, we merely
need to split it up into two or more equal series to get
within the required limit and then charge these in parallel
with a proportional current, adjusted as above.

The battery may, of course, be charged either on the
boat or may be removed for that purpose. While the
former method is ordinarily practiced, it is obvious that in
order to avoid delay, a freshly charged battery may be
substituted for the exhausted one. With suitable facili-
ties for handling the batteries, such as a hoisting crane, or
equivalent device for lifting and lowering the cells into
and out of the boat, tables to receive, the cells for charging,
suitable cell crates with connections and lifting attach-
ments, etc., the work of exchanging the batteries could be
effected promptly and efficiently for a whole fleet engaged
in continuous traffic. It is evident, of course, that a
dynamotor would dispense with all such handling of the
batteries.

ELEOTKICAL BOATS AND NAVIGATION.

CHAPTER IX.

Canal Boat Propulsion : Historical. — Erie Canal.

45. The invention of Canals or artificial waterways can
be carried back to the earliest ages of civilization. Various
historians credit the ancient Egyptians with having first
devised and constructed artificial interior waterways as
early as 1500 B. C. The Chinese were also among the first
to build canals, and the great Imperial Canal of China
about 1,000 miles in length is still in existence. The
canals constructed by the ancients did not, however,
resemble our modem canals ; they were in fact simply
large ditches dug through level stretches of country.
When it was necessary to pass from one level to another,
the boats, which were comparatively small, were raised or
lowered by means of inclined planes. The Chinese were"
perhaps the first to make use of such devices.

Although various canals were built throughout Europe
by the Romans, canal building did not make any great
progress until the invention of the canal lock as used at
the present day. With this improvement the canal became
a most simple, effective and economical source of interior
transportation. In fact, until the advent of the railroad,
the canal was the great carrier of all classes of products and
goods through level countries where no natural waterways
existed. A very large number of canals have therefore
been constructed and remain in use throughout the world
at present.

Exact statistics as to the cost, mileage and use made, of
the canals of the world are not obtainable. The latest
authentic figures we can compile give Europe between
12,000 and 15,000 miles of canal, including England with
4,700 miles ; France, 3,000 ; Germany, 1,250 ; Holland, 930 ;
Belgium, 540. In the United States, according to the
report made by Special Agent T. C. Purdy for the Census

CANAL BOAT PBOPUL8ION. 99

of 1880, there are 4,468 miles of canal that have cost
$214,000,000. Of these, 1,953 miles were abandoned, in
1880, and of the remaining 2,515 miles, quite a large pro-
portion was not paying expenses.

46. Navigable canals may be divided into two classes :
Ship Canals, which can be navigated by seagoing vessels
of large draught and tonnage ; and Barge Canals, which are
generally rather shallow and narrow and only permit the
use of barges or lighters thereon. The first class is con-
fined to a few examples, such as the Suez, Manchester,
Welland, Corinth and various ship canals in Holland.
They have been of immense value to commerce and will
grow in number.

It is with the second cla^ss, or barge canals^ that we shall
particularly deal. Of this class there are very many in
existence, but to a certain extent the barge canal has
unfortunately fallen into disuse in those countries where
the railroad has become a serious competitor. Few have
been built within the last fifty years, while thousands and
thousands of miles of railroad have been constructed.
Although such canals have to a great extent been super-
seded by the railroad as carriers of freight, it is acknowl-
edged that they remain one of the cheapest and simplest
methods of transportation for large and bulky products.

It is true that the railroad is many times as rapid as the
canal, but it must be remembered that a single canal boat
of from 100 to 250 tons, such as used on most modern
canals, will carry as much material as can be transported
by from 10 to 20 freight cars ; and the cost of operating a
railroad train, carrying a load equal to that carried by a
canal boat or number of boats, is so very many times in
excess of the cost of transporting the same load by canal
boats, that even considering the time element, canal trans-
portation is cheaper for very heavy and bulky loads. To
enable the canal to be better able to compete with the rail-
road, however, it is primarily necessary to improve the
present methods of propulsion.

47. Upon the early canals, the boats were pulled by
slaves ; gradually the horse or mule was substituted for

100 ELECTRICAL BOATS AND NAVIGATION.

man power and with the advent of steam various forms of
this source of energy were adapted to canal boat propul-
sion. The majority of the present barges on canals are
still hauled by horses or mules.

The rapid advance of electricity and the many things
that have been accomplished with this form of energy,
have caused it to be suggested at various times as a source
of power for canal boat propulsion. It is particularly
within the last two or three years that the electrical pro-
pulsion of canal boats has become a leading topic of dis-
cussion. In this country various state legislatures are
about to pass or have already passed bills looking to the
improvement of the state canals by the adoption of some
form of electrical motive power. Private corporations
owning canals have also taken steps to investigate this
substitute for the mule, and experiments have been tried,
both in this country and abroad, with one or two forms
of electrical canal boat propulsion. During the latter part
of 1893 experiments were made upon the Erie canal near
Kochester with an electrical canal boat. Experiments
have also been made in Prance recently. Of these trials
more will be said in later chapters.

48. The largest, most important and most valuable of our
American canals, and one which will serve as a good
example, is the Erie, connecting the Great Lakes with
the Hudson. It has materially helped to build up the
internal commerce of our country. This canal was started
in 1816 and finished in 1825. Boats were first operated
upon it in 1826. It practically cuts the State of New York
in two, extending from Troy to Buffalo. As originally
built, this canal was about 363 miles long with the follow-
ing dimensions : Width of bottom 28 feet, width at top 40
feet, depth 4 feet. Eighty-four locks were used along the
route, each 90 feet long and 15 feet wide. The boats used
were 78 feet 8 inches long, 14 feet 5 inches beam and 3 feet
5 inches draught when loaded to 80 tons. Each boat was
towed by one mule.

As, however, the value of the canal became apparent and
it served as the great outlet for the products of the west,
these dimensions were found inadequate, and it was gradu-

CANAL BOAT PROPULSION.

101

ally enlarged to the present dimensions : Width of top 70
feet, bottom B2i feet, depth 7 feet, and the length shortened
to 352 miles.

The locks and structures were enlarged and the boats
gradually increased to the present size : 98 feet long, 17i

Fig. 46. — Shobt and Long Lock on Ebib Canal.

feet beam and 6 feet draught when loaded to 240 tons.
There are at present 71 locks having an average lift of 8
feet and most of them having a length of nearly 220 feet so
as to permit two boats coupled tandem to pass through at
one time. Some of the locks have not been lengthened and
are only 110 feet long, but these will all be changed to the
greater length.

Several large aqueducts and embankments on which the
canal is carried over rivers, etc., are located along the route.
It may also be well to state that there are about 207 bridges

- I ' 19 ', ,r u^

Fig. 47. — Sbction op Ebie Canal.

of various kinds crossing the present canal and that the
towing path, which is from 10 to 15 feet wide, crosses from
one side to the other very frequently. The illustrations,
reproduced from Seaboard^ slightly reduced, show a
standard section of the canal and a general plan of the
present locks. (Figs. 46 and 47.)

102 ELECTRICAL BOATS AND NAVIGATION.

The Erie Canal cost originally about $7,500,000, but
with the improvements this has been increased to about
$51,500,000. The canal is only in operation about two-
thirds of the year ; generally opening from the 1st to the
5th of May and closing between November 30th and Jan-
uary 3d. The average navigable season lasts about 215
days.

49. Various methods of boat propulsion have been tried
and used on the Erie Canal. The original method, how-
ever, consisted in towing each single boat by a mule on the
tow path. This mode of propulsion was used for some
time. Afterwards two boats were coupled tandem (called
double-headers) and hauled by two or three mules. This
is the present method and with the existing large boats

mmmmmi

Fig. 48. — Obdinaby Mule Hauling on Ebie Canal.

three mules are used (Fig. 48) and an average speed of li
miles per hour is obtained through water. Over 95 per
cent, of the boats are moved in this way at present. They
take about 10 days to go the entire length, including lock-
ages.

The necessity for an improved and more rapid method
has caused various forms of mechanical power to be tried,
and in 1871, the Legislature of New York passed an act
offering a prize for an application of steam to canal boat
propulsion on the Erie. This brought forth various types
of steam propeller canal boats some of which have con-
tinued in use to the present day. In 1873 a system of
Belgian cable towing was also installed and tried on a
level between Buffalo and Lockport, but it was discon-

CANAL BOAT PROPULSION. 103

tinned as it proved unsuccessful. Various other plans
were also tried.

There are in use on the Erie Canal about 60 steam pro-
peller canal boats. These steamers are about the size of an
ordinary barge, but are of somewhat finer lines, and when
loaded to 6 feet draught carry about 180 tons in addition
to machinery. They are generally equipped with boiler
and simple condensing upright engine, revolving a screw
at the stern 6 feet 6 inches in diameter at about 100 revolu-
tions per minute.

The usual modus operandi of propulsion by this method
is for the steamer to push one barge, to which it is rigidly
coupled, and tow two or more (generally two) boats by a
tow line. The boats are all coupled in pairs or double
headers. Such fleets or trains attain a speed of about 2i

Fig. 49. — Steam Canal Boat and Consobt.

miles per hour and make the trip in a little over seven
days. (Fig. 49.)

The trip of a canaler is, however, not finished when the
Hudson is reached, but the freight must be transported to
New York. The horse or mule boats are made up into
large tows and are taken down the Hudson by tugs. The
steam canaler attended by its consorts, proceeds down the
river under its own power.

There are, therefore, two methods of propulsion on the
Erie Canal at present, mule towing and steam propeller.
The latter has proved the cheaper method and although
the mule boats are in the great majority, it may be said
that they do not pay their owners any very great profits.
Unless the season's traffic is unusually good, the canaler
does not reap a large income in spite of some very hard
work.

104 ELEGTBICAL BOATS AND NAVIGATION.

50. In 1893 the New York State Legislatnre passed an act
authorizing experiments to be made on the Erie Canal with
a view of secnring a method of electrical propulsion of
canal boats that would be sux>erior to the present methods ;
and, as has been stated, one method has already been
tried. This mode of applying electric power consisted in
substituting an electric motor for the steam engine used in
the present steamer and conveying current to the motor by
suitable wires fed from a central station.

Electrical canal boat propulsion is, however, not confined
to this particular method. There are various other ways of
applying electrical energy to the propulsion of boats in
narrow and shallow waterways. Although the methods
hereafter described are particularly considered with a view
to their application to the Erie Canal, their employment is
not in any way limited to any particular canaL

CONDITIONS OF CANAL BOAT PROPULSION. 105

CHAPTER X.

Conditions Entering Into Canal Boat Propulsion.

61. Before taking up the various py steins of electrical
canal boat propulsion, it will, perhaps, be well to consider
what features and advantages any new system of propul-
sion should possess, and to discuss, generally, the applica-
tion of such an improved method of boat propulsion on the
Erie and similar canals.

The prime object is to cheapen transportation. This can
be done in two ways : (1) by increasing the speed of pro-
pulsion, or (2) by decreasing the cost of propelling power.
The first depends on the canal and the method of propul-
sion ; the latter, upon the nature or form of the propelling
energy used. In regard to electricity, it has been claimed
that both results could be accomplished by its adoption.
Although the adoption of electrical motive power in some
form or other will perhaps h& more economical than the
present methods, increased speed cannot be obtained upon
the Erie Canal with any system without changing the pres-
ent dimensions. With the present depth of barely 7 feet
and the boats loaded to 6 feet draught, it happens very
frequently that the boats, when going at 2i to 3 miles per
hour, come in contact with the bottom of the canal, which
sometimes causes great injury to the boats.

Whether electricity or any other method of propulsion is
adopted on the Erie Canal, it is absolutely necessary to
deepen the canal before any increased speed can be obtained.

Various plans have been suggested for deepening, the
present channel of the Erie Canal. Among the most note-
worthy, is a plan advocated by Ex. -State Engineer Sweet
for raising the banks and structures of the channel one foot
and thereby securing a depth of water of 8 feet. Another
plan is advocated by Ex. -State Engineer Horatio Seymour,
to bring the depth of water to 9 feet by excavating one foot

106 ELECTRICAL BOATS AND KAVIGATION.

and raising the banks and structures one foot. The excava-
tion of the bottom would necessitate the replacing of the
impervious material composing the present floor. The
simplest and perhaps cheapest plan to gain additional
depth of water, would, therefore, be to raise the banks as
much as possible. It may be noted that a bill has passed
the last New York Legislature which authorizes the present
depth to be increased to from 8 to 9 feet throughout.

52. There is, however, another consideration. It has been
found most economical to operate the boats on the Erie in
pairs. This makes the steering of the boats quite difficult,
and it will be found impracticable to steer at a very greatly
increased speed; but the present arrangement could np
doubt be continued at a speed of perhaps from 3 to 4 miles
per hour.

The increase of the depth of water would either permit
an increase in the present speed with the present boats and
methods, or would necessitate less power to propel the
present boats at the present speed. Either plan would cer-
tainly lower the cost of transportation. The total propel-
ling power necessary for a certain speed would, however,
be greatly dependent also upon the mode of applying the
propelling power and the cost of furnishing a horse-power-
hour of energy at the boat.

All practical electrical systems contemplate the genera-
tion of current in central stations along the route of the
canal and a distribution of the power over suitable wires
to the motor devices. This will necessitate quite a number
of transformations from the prime mover to the motor
shaft.

That Niagara will some day furnish electrical energy as
far as the Hudson is not to be doubted, and the subject is
treated fully in a later chapter. It has also been suggested
to use water power and the waste weirs along the route
of the canal. The want of sufficient water power adjacent
to the canal makes this inadequate to the requirements,
although no doubt it can be utilized to some extent.

Contemplating merely the various transformations neces-
sary, from the burning of coal, in the boiler, to the delivery
of power available for propulsion on canal boats, it seems

CONDITIONS OF CANAL BOAT PROPULSION. 107

hardly probable that a horse-power-hour of energy can be
furnished cheaper than, if as cheap as, the same amount
of power as at present generated by the use of boiler and
engine directly upon the boat where a consumption of
from 3 to 6 pounds of coal gives a horse-power-hour at the
engine.

63. There are, however, numerous other considerations
in regard to the application of various forms of electrical
propulsion to canals. The various features that a practical
system should possess are :

First — The system of propulsion should not in any way
injure or aflfect the structures or banks of the present canal •
in any way.

Second. — It should not necessitate equipping the canal
boat with expensive machinery which can only be used
where there are corresponding systems of electric transmis-
sion available, and which always takes up valuable room.

Third. — The chance of being stalled by breaking down
of machinery or lack of current supply must be reduced to
a minimum.

Fourth. — Any new method must permit of a continuance
of the present methods of propulsion.

Fifth. — If any structure along the canal is necessary, it
should be strong and not easily injured.

Sixth. — ^The labor should, if possible, be less than that
at present required.

54. All electric systems of whatever nature, receiving-
their current supply from a central source of generation or
distribution, can only utilize their propelling machinery
where there is a source of supply of current. It has, there-
fore, been stated that the application of electrical power to
canal boat propulsion on the Erie would not be complete
as it would not allow the boat to continue down the
Hudson by the same power.

This is certainly true for the present, and would be an
objection to any system contemplating the equipping of
the freight-carrying boat with electrical machinery receiv-
ing current from a central generating station. By the use
of storage batteries on the boat, furnishing current to an

108 ELECTRICAL BOATS AND NAVIGATION.

electric motor revolving a screw propeller, this would not
be the case, as the boat would then be self-contained. The
application of the storage battery to canal boat propulsion
is, however, not yet in a practical shape. The self-
contained storage battery boat is a possibility, but will not
here be considered at any length.

If, however, some appUcation of the electric motor to the
propulsion of these mule barges will lower the cost of pro-
pelling them below that of any other means of propulsion,
the application of such cheaper method would unquestion-
ably effect great economy in their operation along the
entire route. The canal is over two-thirds of the entire
•distance of the trip from Buffalo to New York.

The application of electricity to the propulsion of canal
boats is in no way limited to placing the motor directly on
the boat, nor should it necessitate in any way changing
or modifying the present barges. There are various other
methods of applying this power ; in fact, the most feasible
and practical plan would seem to be some method in which
the ordinary canal boat is propelled by an exterior motor,
or a tug.

CANAL BOATS CARRYING MOTORS. 109

CHAPTER XL

Methods of Applying Electricity to Canal Boat
Propulsion. — Boats Equipped with Motors.

55. Electrical canal boat propulsion is divisible under
two distinct heads : — ^Propellers, in wMch the water forms
part of the system of propulsion ; and hauling or towing
systems. There are, however, five methods of applying
these. They may be classified as follows :

A. — Propellers.

B. — ^Flexible submerged cable or chain towing.
(7. — Rigid rail or rack haulage.
B. — Movable cable haulage.
E. — Motor locomotive haulage.

These five classes cover nearly all possible forms of
practically operating canal boats by electric or other power.

Propellers. — Class A.

56. This class includes all forms of boat propellers
operated by electric motor on the boat. Although the jet,
paddle wheel and screw propellers are included, we shall
only consider the screw. The other mechanisms have been
found more or less impracticable for boat propulsion on
canals.

As generally suggested, this method consists in placing
an electric motor directly on the freight-carrying boat hav-
ing at its stem a screw propeller which is revolved by the
motor. The motor receives current from suitable contact
wires suspended either over the canal waters or on the
banks. As the boat has more or less lateral movement, the
contact arrangement must be flexible, and as the canal
(being fresh water) cannot well be used as a return, a
double metallic circuit must be used. This will necessi-
tate two wires for boats going in each direction. With

110

ELECTRICAL BOATS AND NAVIGATION.

any such system it will be found necessary to use some
form of double overrunning trolley carriage as shown in
the illustration (Fig. 50), and suitable switches and
turnouts must be arranged in the contact wires.

The first boat so operated in this country was the '' Frank
W. Hawley," on the Erie Canal, near Rochester, during the
latter part of 1893 (Figs. 51, 51a, 51b, 61c and 51d). She
was named after the gentleman whose energy and enter-
prise led to the making of this noteworthy experiment the
first of its kind in America.

This boat was an ordinary steam canal boat equipped

Fig. 60. — Overhead Double Trolley.

with what is known as a dish-pan screw. The engine was
disconnected from the shaft, and two Westinghouse electric
motors of 25 h. p., street railway type, were substituted and
directly connected to the screw. The motors received cur-
rent from a pair of wires suspended over the canal through
two ordinary underbearing trolley poles, as shown in the
illustration (Fig. 51c). This arrangement was crude and
caused a great deal of trouble as the lateral movement of
the boat continually caused the trolley wheels to run off
the wires. An arrangement of trolley carriage, somewhat
similar to that shown in Fig. 50, was afterwards substi-

CANAL BOATS CAERYING MOTORS.

Ill

tuted. The boat was run along the canal at quite a high
speed and its passage caused a great deal of excitement.

Various plans have been devised by which the boats are
permitted to move laterally without losing contact with
the trolley wire and by which two boats can pass each other

1 ^^^^m^^^^K" ^"^^^^^^^^^^^^^^^^^^^^^^^Ml

1 ^^

i^HJ^^^^^^^^II

Q
m

^ E3

" o

when going in the same direction. Prominent among these
is a method devised by Mr. S. W. Gear, of Buffalo, which
consists in making the trolley contact and wire laterally
movable. A general plan of this arrangement is shown in
the illustrations (Figs. 52 and 52a). The trolley wire is

112

ELECTRICAL BOATS AND NAVIGATION.

suspended on small carriages that are adapted to travel
laterally on the span wire stretched across the canal. The

Fig. 61a. — ^Propelleb op the "Frank W. Hawley."

contact carriage on the boat is also laterally movable as
shown. This makes apparently a complicated arrangement

Fig. 51b. — ^Thb Electrical Boat, "Frank W. Hawley" —
AT Canal Bank.

for which there is really no necessity as the same results
can be obtained with the simple method previously shown.

CANAL BOATS CARRYING MOTORS. 113

57. The placing of a motor directly or permanently on
the freight-carrying boat is not the most feasible form of
applying the propeller to canal boat propulsion. There are
two others ; (1) by the use of a false stem, rudder or port-
able motor which can be attached to the boat when desired
and which contains the motor and screw, and (2) by the use
of small propeller tugs. The illustration (Fig. 53) shows
quite a novel method devised by Mr. Samuel H. Jones, of
Newark, N". J. The motor is placed in a box or casing and

Fig. 61c. — Deck of the " Frank W. Hawley," Showing
THE Trolley Poles.

revolves a propeller on the outside. This arrangement is
either permanently or temporarily fastened to a rudder
post, and the boat is steered by changing the position of
the propeller and motor, a represents the rear end of the
boat, B the casing, c the motor, d the screw, e the rudder
post and tiller, and f are the wires going to the motor.

Various forms of applying a detachable motor and screw
similar to the Jones plan can be devised. Another plan

114

ELEGTBIOAL BOATS AND NAVIGATION.

o
o

B
O

;zi

CANAL BOATS CARRYING MOTORS.

115

is to have a false stem rigidly attached and holding the
rudder, screw and motor.

58. The tug method can also be varied. The illustration
(Fig. 54) shows a combination of the two which possesses

Fig. 62. — Gear's Laterally Movable Trolley Wire
FOR Canal Boats.

several points of advantage over other methods of apply-
ing the screw, a represents an ordinary canal barge ; b
is a small boat about 35 feet long, 8 to 10 feet wide, and 5

Fig. 52a, — Laterally Movable Trolley Wire and Hanger.

feet draught, which holds the motor and screw, and which
is rigidly attached to the freight-carrying boat. Contact
is made with the trolley wire by the trolley carriage, c,
which is connected with the boat by flexible connections.
Such an arrangement can be applied to any number of

116

ELECTRICAL BOATS AND NAVIGATION.

boats, pushing one or two and towing one or more pairs,
or the tug may simply tow boats.

Fig. 56 shows an arrangement of propelling mechanism
for canal boats for which a patent has recently been issued

Fig. 53. — Jones' Detachable Propelleb and Rudder.

to B. C. Scott, of Belgium. The object of this device is to
prevent the loss of power caused by the screw being but
partly immersed. The screw, a, is enclosed in a chamber, b,
at the stern of the boat. Water enters the chamber from
the opening, c, at the bottom of the boat and is expelled

Fig. 54. — Electric Ttjg Propeller System.

through the opening, d, at the stern. Gates or valves are
located at both openings so that the chamber can be closed.
When necessary the chamber can be exhausted through
the valve, e. This will cause the water to rise in the

CANAL BOATS CARRYING MOTORS.

117

chamber and immerse the screw completely when the inlet
valve or gate is opened, and by opening the valve, d, the
boat can be propelled with its screw completely immersed,
without reference to the immersion of the boat. An
electric motor is shown here revolving the propeller screw,
and current is supplied by overhead wires as in the other
propeller methods.

If the propeller is used it T^ill readily be seen that some
form of separate arrangement, either false stern or tug,
must be adopted. With such an arrangement some of the
requirements are met with, but it is doubtful whether the

Fig. 55. — Scott Combination op Jet and Pbopbller Operated
BY Electric Motor.

propeller is the most efficient and feasible means of canal
boat propulsion.

The placing of a motor on the boat itself would cause but
a very slight saving if any over the steamer. We could,
perhaps, use a screw of small pitch turning at a high rate
of speed, but the additional surface friction would make
the total loss in the screw but very little, if any, less than
with those at present in use; and as has been stated, the
delivery of power at the motor shaft may be but very little
if at all cheaper than as furnished at present by the engine.
Such an arrangement, therefore, would really not be of any
material advantage over the present steam propeller
method.

118 ELECTRICAL BOATS AND NAVIGATION.

59. Aside, however, from the equipment of the boat and
the efficiency of the motor and propeller, the nature of the
canal itself seems to be the principal objection to such a
method of propulsion. It must be remembered that the
canal is simply a large ditch, and no provision has been
made in its structure to prevent the injurious action that a
propeller would have on the walls and banks of the canal.
The objection raised, when the steam propeller was first
tried, was that the wash from the screw would ruin the
banks of the canal. The screw agitates the water and this
agitation or wash would, if there were enough of it, be very
injurious to the structure of the walls. With the present
steamers (and they are in the great minority) on the canals,
at their low speed of between 2 and 2J miles per hour, the
banks of the canal are but slightly affected, but what
would be the consequence if all boats on the canal were
propelled in this way and at a Tiigh speed ?

There can be no doubt, that a general adoption of high
speed electric screw propellers upon the Erie Canal for all
craft would cause great injury to the walls and banks. It
would apparently be necessary to rebuild the present
walls if the screw were universally resorted to, even though
the present speed were not increased.

It would appear, therefore, that although a system of
electric trolley propellers is perfectly practical and oper-
ative mechanically, its adoption, on the Erie Canal at least,
would not cause any great improvement over the present
steam propeller, as regards economy or so far as relates to
the preservation of the canal structure.

Flexible Submerged Gable or Chain Towing. — Glass B.

60. This system is extensively used on some of the canals
and shallow canalized rivers throughout Europe. The
steam engine has hitherto been used as a motor. Experi-
ments have, however, been made recently with electricity.

The apparatus consists, in part, of a cable or chain laid at
the bottom of the canal or waterway. It is lifted and
passed over rollers or wheels on the boat, which firmly grip
the chain or cable. These rollers are rotated by a motor on
the boat and as they revolve they pull the boat along the

CANAL BOATS CARRYING MOTORS.

119

waterway on the cable. The general arrangement of wires,
motors, etc., would be very much the same as in the
propeller method, but instead of turning a propeller, the
motor would revolve the hauling drums or machinery.

Although it would be quite feasible to place the motor
directly on each canal barge, it would be most advisable to
employ separate towing boats ; not only for the room gained
but for the other reasons previously given. The arrange-
ment of distributing and contact wires and appliances
would be about the same as in the previous class. Instead
of having a double contact wire and double contact trolley
carriage, the cable could be used as the return conductor.
As this would necessitate only one contact wire, the con-
tact arrangement and switching devices would be simple.

In France, Germany and Belgium, where the cable or

Fig. 66. — Oebman Method of Submerged Cable Haulage,
Showing Steamer.

chain towing method is used, it has been found necessary
to employ a separate towing boat on which the boiler,
engine and necessary hauling machinery is installed. This
is necessary because the machinery used has been bulky,
occupying a great deal of room ; and, the arrangement for
taking up the chain or cable generally necessitates a
separate boat. The European cable towing steamers are
generally quite large and designed to take very heavy tows.
There are various methods of taking up and grasping
the chain or cable. The illustration (Fig. 56) shows the
plan used very extensively on the river Elbe, in Germany.
In this method a flexible cable is used which passes over

120

ELECTRICAL BOATS AND NAVIGATION.

o
S3

CANAL BOATS CARRYING MOTORS.

121

the top of the boat and around the hauling drums that are
revolved by a steam engine on the boat.

In 1873, a cable system of hauling was tried on the Erie
Canal, but it did not prove successful. The method was
similar to that in use in Belgium. The illustration (Fig.
67) shows the cable towing steamer ''Gov. Clinton" which
was operated on the Erie Canal. It will readily be seen
from the cut how the cable is raised and passed over the
central wheel or sheave which, by a peculiar arrangement,
is so arranged as to grip it firmly. The boat was equipped
with boiler and engine. Two such boats were operated for
some time between 1873 and 1880, but they became so

Fig. 58. — Canal Boat "Ampere," France.

objectionable and interfered with other boats to so great an
extent that their use was discontinued.

There is great difficulty in properly gripping the chain
or cable with any of these methods, and various plans have
been devised for obtaining a good hold between the hauling
drum or wheel and the chain or cable. Among these is a
plan devised by a French inventor in which a sprocket
wheel is substituted for the friction drum or pulley and the
chain used is so arranged as to engage with the sprocket
wheel. This plan is more or less impractical as the chain
very soon gets out of adjustment.

In France, on the Seine, a peculiar and novel system of
chain towing has been in use for some time. Although
electricity does not furnish the actual propelling power, it

122

ELECTRICAL BOATS AND KAVIGATION.

plays quite an important part in the general method. A
chain is used instead of a flexible cable, and in order to
obtain the necessary grip upon the chain, the drum over

which it passes is mag-
netized by an electric
current and the neces-
sary grip obtained by
magnetic adhesion.
(Fig. 58.) In the illus-
tration (Fig. 58a) there
are shown transverse
and longitudinal sec-
tions and a plan of the
towing steamer. This
method was devised by
M. De Bovet and con-
structed by the Com-
pagnie de Touage de la
Basse Seine et I'Oise.
The boat called the
"Ampere," can be pro-
pelled either by haul-
ing on the chain or by
means of the propeller
at the stern as will be
seen. Either or both
can be used at once.
The engines are of 150
horse-power. The chain
passes over the bow,
around the towing pul-
ley A, and is guided by
a non-magnetic guide
pulley, B, and passes out
over guide pulley c.
The latter is very mas-
sive, and is made of iron
for the reason that if at that point the guide wheel is put
in contact it gives to the magnetic lines of force an easier
passage than that offered by the chain, and the latter no
longer serving to close the magnetic circuit, releases itself

CANAL BOATS CARRYING MOTORS. 123

more easily under the action of the weak tension of the
slack towards the rear. A finger of non-metallic metal is
arranged above the pulley a, so as to make sure of the
disengagement of the chain.

In this method of towing it is sometimes necessary to be
able to control the paying out of the chain at the stem of
the vessel, and for that purpose, after passing over the
grip pulley a, part of the chain is deposited loosely in the
pit p, provided for that purpose ; keeping it there when
there is sufficient slack and paying it out again when more
slack is needed. The paying-out chain at the rear of the
vessel is, therefore, also magnetized like the towing pulley,
but not so strongly, as the braking effort is far less than
is required for traction.

When the chain has little slack, the action of the pulley
c is insufficient to produce the disengagement of the chain
from the main pulley a, and then by magnetizing the
pulley D, it assists the pulley o in pulling off the chain
from the main driving pulley.

The construction of the magnetic pulley is shown in sec-
tion. The magnetic friction being a function of the
intensity of the current, it is evident that the frictional
force can be regulated to a nicety, and sudden strains put
upon the chain merely allow it to slip a trifle without
causing rupture.

61. The substitution of the electric motor for the steam
engine and boiler, as used in the European methods, would
without question be perfectly feasible, and the economizing
of space effected might make it possible to locate the
towing apparatus directly on the canal boat, if such were
desirable. The illustrations show a method of applying
such towing apparatus directly to canal boats. Fig. 59
shows a plan of this method on a canal. Fig. 69a is a view
of the motor on the boat with the hauling machinery.

France possesses a large number of canals which render
water communication very easy between different parts of
the country. Unfortunately, up to the present time, the
hauling has been done most generally by men or animals.
The time occupied was frequently very long, and, as a
result, railway transportation has been preferred. It was,

124

ELECTRICAL BOATS AND NAVIGATION.

therefore, necessary to find a remedy for this backward
state of affairs. The first investigation with this end in
view goes back to the year 1888, when M. Maurice L^vy
made a number of experiments with cable hauling in the
neighborhood of Paris, at the junction of the St. Maur and
St. Maurice canals. The system was based on the employ-

•vjte^

rrrrrrrTfTrr^y'rTr

•ff}/f>}fOn>>>'^ -

SUe.Eng\iimr

Figs. 59 and 59a. — Electbic Motob Submebged Cable
Towing System.

ment of an endless wire cable on each bank, carried on sup-
ports provided with pulleys. The cable was operated by a
fixed motor, and to it the boats were attached by means of
hauling ropes. This system gave a speed of four kilo-
meters per hour. It constituted a considerable improve-
ment on the existing methods but did not give entire
satisfaction. Further reference will be made to it.

In 1890 there was talk of employing electric traction,
and comparative plans were drawn up for steam and

CANAL BOATS CARRYING MOTORS.

126

electricity. The first plans for steam were rejected as
being too costly and impracticable ; as for electricity one
could utilize as motor power the water falls, found
on the route of the canals themselves. This idea was
worked at for several years and finally, towards the end of
1893, an installation of the submerged flexible cable type
(Fig. 60) was put in on the Bourgogne Canal, which unites
the river Tonne and the river Saone. The Tonne being an
affluent of the Seine, this canal establishes communication
between the English Channel and the Mediterranean. On
this canal the hauling machinery is now operated by an

Fig. 60. — Electrical Canal Boat, Bourgogne Canal, France.
(Submerged Flexible Cable Haulage.)

electric motor on the boat, receiving current from an
overhead trolley circuit.

The installation has been established by the Department
of Bridges and Roads for a length of six kilometres close
to an underground tunnel 3.3 kilometres long. The motive
power is obtained from water falls having a fall of 7.5
metres in two successive locks. There are thus two gener-
ating stations established at the two ends of this junction
canal. In each the turbine drives a Gramme dynamo, one
running at 1,200 revolutions per minute and 380 volts, and
the other at 900 revolutions and 270 volts. Each of the
dynamos is appropriate to the conditions existing at the
locks and the corresponding turbine. The dynamos are

126

ELECTBICAL BOATS AND NAVIGATION.

connected after the manner shown in the accompanying
diagram (Fig. 60a). a and b are the two dynamos connected
to a bronze overhead feeder of 8 to 10 mm. diameter, held
by porcelain insulators mounted on poles. The dynamos
are coupled in series, d d are the trolley wires, and e the
towing motor which drives the chain drum.

A storage battery of 250 cells, having a capacity of 160
ampere hours and a discharging current of 15 amperes, is
coupled in parallel. These are Chloride batteries made by
the Soci^te pour le Travail Electrique des Metaux. The

O-

Fig. 60a. — Diagram of Cibcuits op French Electric Canal

Towing.

mean rate of discharge varies, according to the load, from
10 to 25 amperes at the potential above given. The stretch
of six kilometres is covered in less than an hour.

Special arrangements have been made for the automatic
regulation of the turbine. The water gates are opened or
closed according to the power furnished by the machine.
The tunnel of 3.3 kilometres mentioned is lighted by incan-
descent lamps which are branched in multiple on the power
circuit. It may be said that this electric canal installation
has given such satisfaction that it is certain that before
long similar methods will be largely- employed in France,
where canal locks are numerous. It is the first to be
operated on a practical, commercial basis.

CANAL BOATS CARRYING MOTORS.

127

62. However, the preferable way to operate any electric
propelling system, would appear to be in having no machin-
ery on the freight carrying canal barge. Some form of
separate towing or hauling boat or some arrangement of
motor detachable from the canal boat would be more
feasible than placing the motor directly on the boat.

The first plan would correspond to the European methods,
with the exception that the towing or hauling boat would
be comparatively small. The second plan would seemingly
embody more or less complication and is, perhaps, not as
practical as the first. The illustration (Fig. 61) shows a

F^JUl^

r~?

Tig. 61. — BussEB Method op Submebgbd Flexible Cable

Haulage.

plan devised by Mr. Otto Biisser, a German engineer, in
ivhich a detachable prow is used holding the motor and
the hauling machinery. The general operation is similar
to that in other cable towing methods with the exception
that the motor, instead of being fixed on the canal boat, is
placed with the hauling machinery on a platform which
can be attached to the gunwales of the boat. Current is
fed by a trolley.

Although a system of electric cable or chain towing
would be more efficient than the propeller, and free from
some of its objections and would hardly cost very much
more to install, it has various difficulties which make its

128 ELECTRICAL BOATS AND NAVIGATION.

practical adoptioii, on the Erie Canal, for example, quite
donbtfol. Such systems would, however, be most satisfac-
tory on comparatively short, level and shallow waterways,
and where a very large number of boats could be hauled by
one towing boat. With regard, however, to the Erie it
may suffice to say that it has been tried and found
wanting.

Amongst the objections to the application of a method
of cable or chain towing or haulage by electric motor,
various troubles may be mentioned :

The first is the difficulty in rounding curves and in steer-
ing the boat. As the chain or cable lies loosely at the
bottom it frequently comes very close to the banks, and as
the boat must follow the chain or cable, it runs into the
banks and sustains damage.

The boats cannot be steered, and frequently cause injury
to other boats propelled by mules.

If two cables or chains are used, one for each direction,
it is difficult to keep them from interfering with one
another.

The many locks on the Erie Canal would necessitate the
taking up and dropping of the cable a great number of
times, which would cause considerable difficulty and loss
of time.

As the cable must be long enough to be raised by the
different towing boats, a large amount of slack is necessary
which must be pulled in by each boat. Slipping of the
cable on the hauling drum or sheave would also be
experienced in operating heavy tows.

Rigid Rail or Rack Haulage. — Class C.

63. This method consists in placing a rigid rail or rack
parallel to the canal. The rail or rack may either be
placed on the banks or over the canal or may be sub-
merged. Engaging the rail or rack are rollers or pinions,
extending out from the boat on suitable arms or supports,
connected with a motor on the boat by which they are
rotated.

The boat is propelled by the rotation of these rollers or
pinions on the rail or rack by the motor on the boat. The

OANAL BOATS CARRYING MOTORS.

129

motor receives current from a similar contact arrangement
as in the previous system (one wire only being used each
way). If the exterior rail is used, the wires can be
supported by the structure holding the rail.

This plan has never been practically tried, although
various methods have been devised of operating in this
manner with a rail or rack exterior to the canal and an
engine and boiler on the boat. A plan devised by Mr.
N. P. Otis, of Tonkers, in which a rack and pinion is used,
is shown in Fig. 62. The rack a is placed along the bank
of the canal. On the canal boat, b, is placed an engine
which revolves the pinion, c, at the side of the boat and
which engages with the rack. At the other end of the

Fig. 62. — Otis Mbthod of Pbopellino Canal Boats.

boat is another pinion, d, engaging the rack, but not
rotated, to keep the boat in line. Both of these pinions
slide in guides to allow for the varying draught of the
boat. It will readily be seen that by rotating the pinion c
by the engine, a direct pull is obtained on the rack, and
the boat pulled along the waterway as the pinion revolves.
It would be very simple to substitute an electric motor for
the engine.

64. Instead of placing the electric motor directly on the
barge, it may be placed on a separate towing or hauling
boat as in either of the previous methods. A novel and
original plan of rail haulage is shown in Fig. 63. The rail
is suspended over the canal and a separate hauling boat is

130

ELECTRICAL BOATS AND NAVIGATION.

used. The cut shows a transverse section of the canal with
the towing boat only. Suspended from the cable, a, strung
across the canal, are the double headed rails, one for each
direction. The contact wire, c, is suspended below the rail
and supported by insulators fastened to the rail which
forms the return. On the boat, d (which is connected to

"T' *"

Pig. 63. — Ovekhkad Rigid Rail Haulage.

the barges), is placed an electric motor receiving current
through the contact arm, e. The rollers, f, engage each side
of the rail and are supported as shown. As the motor
devolves the rollers, the boat is pulled along by the trac-
tion of the rollers on the rail. Arrangements must be
made to give the rollers the necessary pressure on the rail,
and some means is necessary for readily disconnecting the
boat from the rail. Instead of using rails, a rack and
pinion can be used. The hauling boat may also be equipped

with a screw so that it may be propelled through locks.
A different contact arrangement is necessary if this is done.

65. The placing of the rail or rack at the bottom of the
canal and operating, in a manner similar to the previous,
is also a somewhat new and novel suggestion. The illus-
tration (Fig. 64) shows such a method, which is practically

OANAL BOATS OABBYING M0T0E8.

131

the reverse of the one last described. The cut shows a
transverse section of a canal with the hauling boat. Over
the canal are suspended two trolley wires, a, one for each
direction, but they may also be supported on posts along
the banks. The boat, b, is equipped with an electric motor
receiving current through a contact arrangement as shown.
This motor revolves the two rollers, c, below the bottom of
the boat. The rail, d, is anchored at the bottom of the
canal, and the rollers engage with it and propel the boat.

Fig. 65 shows a general arrangement of the circuit con-
nections and propelling mechanism that could be used

CONTACT WfWg.

Fig. 65. — ^Elkctbic Motok, Gearing and Friction Drums
TJsBD with Rigid Rail.

in either of the preceding methods of rigid rail or rack
propulsion.

66. As most canals have slope walls, some form of over-
head construction would be used in rack or rail methods
unless the walls were changed ; or it might be possible to
have arms extending out from the hauling boat to the rack
or rail on the bank.

In each of the classes already described it is necessary to
place upon the propelling boat more or less stationary or
detachable machinery. It is true that this may be a
separate towing boat carrying no freight, but such boats

132 ELEOTBIOAL BOATS AND NAVIGATION.

would interfere to some degree with the present methods
of locking and, if there were a large number, would cause
more or less trouble. Over 95 per cent, of the present
barges are towed by mule power from the banks. There is
no objection to this method were it not for the large cost of
operation. Such a plan has various advantages which wiU
readily be seen.

In the other methods to be described, this plan is
adhered to. The present canal barges are left as they are
and are propelled by power exterior to the waterway, as
in the case of mule haulage.

MOTORS EXTERIOR TO BOATS. 133

CHAPTER Xn.

Methods of Electric Canal Boat Propulsiok with
Motor Exterior to Boat.

Movable Cable Haulage. — Cflass D.

67. This system, although not very practical or feasible
on the Brie, could be successfully applied on some other
canals to boat propulsion. The propelling power is fur-
nished by a moving cable operated parallel to the canal.
Extending from the boat, are suitable arms, to which
devices are attached, adapted to grip and hold the moving
cable. The boat is pulled along the waterway by the
movement of the cable, and can be started or stopped, by
connecting or disconnecting the grip with tbe cable by
suitable devices on the boat. The boat is therefore oper-
ated mechanically. Messrs. Oriole and Maurice Levy, in
1888, proposed and experimented with, this method on
some of the French canals, as already stated. The cable
stations were, however, operated by steam.

The first experiments in this direction. Figs. 66, 67 and
68, were undertaken at the junction of the Saint Maur and
Saint Maurice canals. This point was especially selected
because the canals meet at right angles and hence present
peculiar difficulties in turning the boats. An endless
metallic cable is installed upon each bank, a few yards
from the edge, in order to leave the tow path free. It is
supported here and there by channeled pulleys, which, are
loose upon metallic supports, from six to ten feet in height.
On a straight line, these pulleys are vertical, and are ten
inches in diameter. On curves they are more or less
inclined and have a diameter of five feet. At its starting
point, the cable passes over three large pulleys, actuated
by a steam engine, placed in a small power house at the
edge of the canal. To the right, there is a fourth, pulley

134

ELEOTBICAL BOATS AND NAVIGATION.

carried by a small car provided with a counterpoise which
serves to keep the cable uniformly taut. The cable is pro-
vided with links to which is affixed the rope that hauls the

boat along. These links, fixed between rings, are capable of
revolving freely upon the cable so as to avoid troubles from
the latter' s tension. In order to prevent the cable from

MOTORS EXTERIOR TO BOATS.

135

jumping out of the pulley channels, it is kept in place by
a small overriding roller, and the flanges of the pulleys are
notched, so as to allow the hauling links to go by. The
cable runs at 2i miles an hour.

The system herein proposed is, however, electrical, as
the cable lengths are operated by large electric motors
located along the line of the canal and receive current
from one or two very large generating stations located at a
cheap source of power such as a water-fall. No distribut-
ing or contact wires are used along the canal excepting the

Fig. 67.

power wires from the large central generating station to
the various electric cable stations. Fig. 69 shows a general
arrangement of this method. As will be seen, electricity
is generated by means of large alternating dynamos, which
are operated by water-power. The current is transmitted, at
high pressure, to the various cable operating plants along
the canal where it is reduced in pressure and synchronous
or induction motors are operated. The motors move the
cable machinery, which is similar to that of any cable
railway plant. The cable would be operated in lengths of
about 5 miles, each way, from the power station, the out-
going cable being used for boats in one direction and the

136

•ELECTRICAL BOATS AND NAVIGATION.

1-4

MOTORS EXTEEIOB TO BOATS.

137

I
I

§ g

138

ELECTRICAL BOATS AND NAVIGATION.

'7) 1 iii'H

return for those in the
other. Fig. 69a shows a
transverse section of a
canal equipped with
this method. Along the
bank of the canal a
track is laid, upon which
the grip carriage runs,
which is suitably held
to the rails, by the rol-
lers, as shown. The
moving cable is grasped
by the grip, b, on the
carriage. The grip, b, is
operated by a connection,
c, from the boat. A rigid
connection, d, extends
from the boat to the
carriage. As will readily
be seen, there are some
difficulties in such a
plan, but judging from
the experiments made in
France, this plan would
appear to be a promis-
ing method. Upon very
short level canals, a plan
of cable haulage such as
shown would certainly
operate successfully.
The current must, how-
ever, be generated where
power is very cheap.

Motor LocoTnotive Haul-
age. — Glass E,

68. In this plan, the
old and primitive method
of haulage or towing as
by mules is adhered to ;

MOTOE8 EXTEBIOR TO BOATS. 189

but, for the slow and uneconomical animal, an efficient
electro-mechanical mule is substituted. The boats are not
equipped with electric machinery, but any ordinary boat
can be towed or hauled without any previous preparation.
Such systems of operating canal boats were among the
first proposed. In the earlier forms, the steam locomotive
was used instead of the electric motor. This was run
upon a track on the banks of the canal and towed the boats
connected therewith. For the steam engine an electric
locomotive can very readily be substituted and current can
be supplied in any suitable way. There would practically

Fig. 10. — Davis' Electbic Canal Boat Towing System.

be an electric railway along the banks ; the boats being
"trailers," connected by tow line to the motor cars.

69. Among the plans that have been devised for operat-
ing electric locomotives on suitable tracks along the banks
of the canal and towing the boats in various fashion, is the
method of Mr. T. D. Davis, of Syracuse, N. Y., as shown in
the illustration (Figs. 70, 70a, 70b, 70c, 70d). The plan con-
templates the laying a narrow gauge rail-track on each
bank of the canal and moving the boats in trains or tows
of four or six boats each by means of a small car furnished

140

ELECTEIOAL BOATS AND NAVIGATION.

with a device for gripping the rail, to be driven by an elec-
tric motor from an overhead trolley line. The boats are
connected with the inner rail, laid near the water's edge,
and require no steering. In some of the larger cities on
the line of the canal where it might be impossible to lay a
track on the berm bank a double track may be laid on the
tow-path and the outside tows steered as they now are.

Figs. 70 and 70a show the principle of the device for tow-
ing the boats, aaa are three horizontal wheels secured to
vertical shafts carrying on their upper ends three cog wheels,
BBB, by which they are geared together, and all have a uni-
form speed. Two of the wheels, a, are on one side of the
rail. The third wheel is placed in a movable frame on the

«-

Fig. VOa. — Davis' Electbig Canal Boat Towing System.

opposite side and is forced against the rail by the spring, d,
surrounding a shaft, on one end of which is a threaded
extension, e, connected by gearing with a hand wheel
within easy reach of the motorman. The object of this is
to secure an elastic grip of any desired pressure of the
wheels on the rail. The shaft of one of the wheels, a, ex-
tends above the cog wheel, b, and is provided with a bevel
wheel, 0, which is driven by the motor, g ; the whole carried
on a small platform car and driven by a trolley connection.
This device insures a positive grip on the rail and utilizes
the entire amount of power received from the motor, with
the exception of a small amount of loss by unavoidable
friction.

MOTORS EXTERIOR TO BOATS.

141

Fig. 70b shows a light triangular wooden frame. TMs is
provided at its wide end with a pair of T-hinges by
which it is connected to the side of a boat as shown at
Fig. 70c. A pair of slotted irons about four feet long,
secured to the side of the boat, have their upper end open
for the reception of the T-hinges which are secured at any-
desired height by pins. This frame is provided with an
iron bai:, b, moving freely in the frame and provided near
its outer end with three small wheels ; one vertical wheel, c,
rolling on the top of the rail, e, carrying the weight of the
free portion of the frame, and the two horizontal wheels, dd,
rolling, one on each side of the rail.

Figs. 70b and 70c. — Davis' Electric Canal Boat Towing

System.

The bar, b, is provided with two spiral springs as shown
and also with an extension or guard at its extreme end.
The spring will compensate for any sudden jar or move-
ment of the boat, thus relieving the boat and rail and
securing an elastic, instead of a rigid, connection.

When a boat enters a lock, the free end of the frame, a, is
raised by a lanyard and turned over on the deck, as shown
by the boat leaving the lock at the left of Fig. 70d.

It will readily be seen that an ordinary electric hauling
locomotive, as used in mining or factory work, with the
necessary trolley and contact wire, and so arranged as to
resist the side pull of the boats, could be used in the Davis
system. There have also been various other suggestions

142

ELECTRICAL BOATS AND NAVIGATION.

similar to this, nearly all necessitating the use of tracks on

one or both banks of the canal (preferably both) on which

runs an electric hauling locomo-
tive, which is suitably held to the
track, either by its own weight or
by peculiarly constructed track,
and is operated by a person rid-
ing on the hauling locomotive.
Perhaps a very feasible form of
this method of hauling would be
to erect along the banks of the
canal, a form of telpher system
with suitable devices for holding
the car to the cable or rails.

An ingenious form of such a
system as that referred to in the
foregoing paragraph, has been
invented and put in operation by
Mr. Richard Lamb, C. E. ; and our
illustration (Fig. 71) shows it in
use on the Raritan Canal at Tren-
ton, N. J. This system is intended,
also, for the haulage of logs in
lumber camps, to which it has
been applied with considerable
success.

As shown in Figs. 71 and 71a
the system consists of a cableway
along the towpath supported by
brackets from 100 to 150 feet apart,
placed upon trees or substantial
columns and insulated from the
ground. The main, or bearing
cable has a copper core, having
large steel wires surrounding it,
giving ample strength as well as
being a good conductor for the
current, and presenting a good

wearing surface for truck wheels to roll upon.
The cable rests in steel saddles on the bracket, having

wedge clamps upon them to hold the cable rigidly to the

MOTOES EXTEEIOR TO BOATS.

143

144 ELECTRICAL BOATS AND NAVIGATION.

bracket; these saddles are insulated from the brackets.
Under the bracket proper is an auxiliary bracket having a
V-shaped saddle with its mouth opened at the top, and
having jaws projecting inwardly to engage the i-inch trac-
tion cable, preventing it from coming out of the saddle,
except when temporarily lifted when the car passes a
bracket. Owing to this feature, the cable is not confined
to a straight line, but can be located with right and left
curves. The bracket is easily removed and in canal-boat
towing a simple permanent bracket is used. This i-inch
cable is attached firmly at either end and grounded. In
practice this cable does not require to be very taut.

The motor is made with a truck, having grooved wheels
to run upon the cable. A horizontal axle on the frame of
the truck, located below the centre and between the wheels,
supports a hanging-frame. An eUiptically grooved sheave
is attached to this frame, which is revolved by means of a
newly patented worm, or wedge-gearing, driven by a 6 K. w.
Lundell electric motor, with vertical shaft.

By taking a couple of turns of the i-inch traction cable,
around the eUiptically grooved sheave, when the electric
motor revolves the gearing, the sheave winds up, and at
the same time pays out on the i-inch cable, the action
being the same as that of any elevator, only the direction
of the pull of this motor is horizontal instead of vertical.
The direction of the pull on the traction cable is parallel
with the bearing cable; in consequence, the motor can
easily climb steep grades.

The hanging-frame is divided just below the level of the
cable, and is bolted together, with provision for thorough
insulation of the upper from the lower part of the hanging
frame. An insulated wire is connected with the upper
part of the frame ; this extends to the rheostat, which in
turn is connected with the motor. The return current is
allowed to pass through the frame to the elliptically-
grooved sheave, then through the ^-inch cable to the
ground.

In canal-boat service the towing hawser contains insulated
wires. This cable is rigidly attached to an eye-bolt, just
below the point of insulation on the hanging-frame, and
from the end of the rope, the various wires are connected

MOTORS EXTERIOR TO BOATS,

146

with their respective connections. The bight of the rope is
connected with a clamp made of non-conducting material ;
the socket of this clamp, and the pin which engages in it,
which contains the wires leading to the reversing switch
and rheostat, are made irregular in shape, in such wise
that corresponding wires are obliged to come in contact,
when the clamp is connected.

In operating, a canal boat will apply for a motor ; if the
boat does not own a rheostat one will be placed on board.

Fig. 71a. — The Lamb Elbctbic Cablbway.

The towing rope will be attached to the samson-post,
leaving the end of the rope free. The wires in the cable
will be connected with their respective wires in the rheostat
by the clamp, as described, and the boat proceeds.

On approaching another boat coming in the opposite
direction, motors are stopped, cables are disconnected, and
boats exchange cables and, consequently, motors, and pro-
ceed. Of course, an extra cable, one above the other, or
one on both sides of the banks, would obviate the necessity
of exchanging motors.

The trial plant illustrated, is operated with a 15 k. w. Edi-

146 ELEOTBIOAL BOATS AND NAVIGATION.

son dynamo, at 220 volts. The motor is a 6 k. w. Lnndell,
provided with a metal bonnet to protect it from rain, but
the bonnet is not shown in the illustration. The ease with
which heavy logs can be pulled in from a distance on either
side of the cable, and lifted and carried upon the car, is
remarkable. The large scow shown is put in motion
quickly ; boats can be pulled at the rate of six miles per
hour with the motor now made.

70. The method of hauling canal boats in trains by a
large locomotive running along the banks would perhaps
be somewhat objectionable on the Erie Canal. The track
—either surface or elevated — ^and the hauling locomotives
would be quite large, and would interfere with the present
methods of proj)elling by horses. Such an arrangement
would also take up both banks of the canal and would be
costly to install.

There would seem to be a number of objections to plac-
ing a track upon the banks of a canal and hauling the
boats in trains by large locomotives running on the track.
There is, however, no particular reason for adhering strictly
to this plan. Instead of operating large hauling loco-
motives in the manner described, a small motor could be
supported by a light structure running parallel to the
canal and one or two boats could be pulled by each motor.
As the motorman would be dispensed with in such an
arrangement, provision must be made to regulate the motor .
in some other maimer. The supporting structure should
be light and strong and not interfere with the present
methods of propulsion.

Such a plan has been devised and proposed by Mr.
Joseph Sachs. It contemplates erecting a suitable struc-
ture along the canal and supporting a rail or similar de-
vice thereon. This structure is arranged so as to permit a
continuance of the present methods. The hauling motor
runs upon the rail so that it cannot be displaced and is
connected to the boat by a tow line or otherwise. The dis-
tinctive fea^tures of this plan consist in regulating the
hauling motor from the boat to which it is connected
and preferably pulling each boat by a single motor,
whether the boats are connected or not. This admits of

MOTORS EXTEEIOR TO BOATS.

147

pa
§

148

ELECTRICAL BOATS AND NAVIGATION,

maMng the motors comparatively small, and of erecting a
small, light structure.

The current is supplied by wires supported on the struc-
ture which also forms the return circuit. It will readily
appear that a great variety of supporting rails and struc-
tures for the motor could be devised, and several different
forms are illustrated. Fig. 72 shows a type of duplex
structure which permits motors going in opposite direc-
tions to run upon a structure on only one side of the canal.
Ranging along one bank of the canal is the supporting
structure to which the rails, upon which the hauling motor

Figs. 72a and 72b. — "Bicycle" Motor Hauler.

runs, are attached. This structure consists of iron or
wooden posts, a, standing about 8 to 10 feet above ground
and very solidly planted to a depth of at least 6 feet.
These posts are erected from 15 to 30 feet apart, as may be
found necessary. Fastened to the upper portion of each
post are the yokes, b, which face the canal and to the three
arms of which the double headed rails, o, are fastened. On
the opposite side of the supporting posts or pillars are
suitable arms and insulators for various wires, and fastened
to the central rail is the contact rail which furnishes cur-
rent to the motors above or below. These motors or haul-

MOTORS EXTERIOR TO BOATS. 149

ers, it will be seen, are small "bicycle " electric locomotives
which are run between the middle and upper and middle
and lower rails. Traction is obtained by pressing the
lower flanged rollers or wheels of the hauler against the
lower rail upon, which the motor runs. This is accom-
plished by causing the upper or pressure roller to exert an
upward pressure, thereby forcing the lower traction wheels
into intimate contact with the lower rail. The upper and
lower motors travel in opposite directions and are regu-
lated from the boats to which they are connected by an
ordinary tow line.

It is unnecessary to go into the detailed construction of
this particular plan. It will readily appear that this struc-

FiG. 72o. — *< Bicycle" Motor Haulage, with Regulator
ON Carriage.

ture can be suitably constructed and erected along a canal.
A view of the motor and carriage is given in Figs. 72a and
72b.

The current is taken by the trolley arm from the supply
rail and is brought to one terminal of the motor, the other
being connected with the rheostat, which is in this case
placed on the boat ; and the other wire from the rheostat
goes to the frame and to the rails which are used as a
return. A reversing switch may also be placed on the
boat. In fact any ordinary motor regulator can be used,
it being merely a question of putting the necessary wires
into the cable connecting the motor with the regulator. It
may, however, be found preferable to leave the regulator
upon the motor. In fact, if any form of series parallel con-
troller is used, it would be somewhat troublesome to run a

160

ELEOTRIOAL BOATS AND NAVIGATION.

cable containing a large number of wires from the motor to
the boat. If such should be used, the regulator is placed as
shown in the illustration, and the handle connected by a
cord or chain to the boat (Fig. 72c).

71. The illustration (Fig. 73) shows another form of
duplex construction. In this form there are two rails,
side by side, used for each motor, and the wheels of the
motor are so arranged as to clamp or grip these rails; the
upper being the driving wheels. The general idea of the
previous plan, however, is adhered to, viz.: duplex struc-

FiG. 73. — Double Rail Duplex Stbuctuke.

ture on one bank of the canal, single contact rail for both
motors, regulation from boat and structure or ground
return.

72. By the duplex structure arrangement, as shown, only
one bank of the canal is used and the other is left free. As
the towing path on the Erie crosses from one bank to the
other, such an arrangement would meet with some diffi-
culties. Instead of operating motors to run in both
directions in this manner, a rail or support could be placed
on each side of the canal on suitable elevated supports, so
as to clear the towing path, and several such methods of

MOTORS EXTERIOR TO BOATS.

151

construction are shown in the illustrations (Pigs. 74 and
74a). The general operation and regulation would be the
same ; and the plan in Fig. 74b shows the arrangement
common to all these methods.

We can, however, also support the rail upon which the
motor runs, over the canal. Such a method has some
advantages in affording a direct pull, but the cost of con-
struction would perhaps be larger than for a structure on
the banks. The illustrations show plans of supporting the
motor over the canal by cables which would be a practical
form of construction.

Figs. 74 and 74a.

In this method of canal boat propulsion, the light hauling
motors run upon a rail, suspended by suitable wire cables,
over the canal. Figs. 75 and 75a show transverse and
longitudinal sections of a canal equipped with this method.
Spanning the canal at intervals of from 50 to 75 feet are
heavy wire cables supported from poles erected upon the
banks. These poles are similar to the ordinary trolley
poles used for electric railways, but of stronger construc-
tion and stand about 8 to 10 feet above ground. Suspended
longitudinally along the route of the canal are two cables

152

ELECTRICAL BOATS AND NAVIGATION.

fM.

fit I Ml,"

.l!S^=

H
O

MOTORS EXTERIOR TO BOATS.

153

&4
00

O
H

PC(

164

ELEOTRIOAL BOATS AND NAVIGATION,

which are fastened to, and supported by, the transverse
spans. The rails upon which the motors are run are sup-
ported by each of these longitudinal cables.

To understand better how the motor is supported, Figs.
75b, 75c, 75d and 75e are shown. Fig. 75b gives an end
view of a hauling motor supported upon the suspended
rail. A shows the transverse cable which supports the
longitudinal cable, b. To this longitudinal cable the rail, c,
is fastened at intervals of from 6 to 10 feet as shown. This
rail weighs about 50 pounds per yard. The contact wire is
supported beneath the rail and the circuit is composed of
the wire and rail. The motor carriage, d, is supported by
means of the rollers, e, which run upon the flange of the
rail, 0, on each side of the supporting web. The carriage is

Figs. 76b, and 76c.

propelled by the flanged rollers, p f', which firmly grasp the
sides of the rail and are rotated by the motors on the car-
riage. More or less traction power can be obtained by
altering the pressure of the flanged rollers, f p', against the
rail. Instead of using an arrangement as shown, a rack
and pinion may be used for the smooth roller and rail.

Fig. 75o gives a plan view of the hauler carriage with the
web of the rail in section. Fig. 75d shows a side view of
the hauler carriage, rail and supporting cable. Fig. 75e
shows the motors and gearing within the carriage. The
gearing is so arranged that either or both motors can be
used. Various other methods of transmitting power from
the motor to the propelling rollers can, however, be used,
and it would, perhaps, simplify matters to use but one
motor instead of two.

MOTORS EXTERIOR TO BOATS.

155

As will readily be seen, this method of motor haulage has
various advantages. Such an arrangement would not in
any way interfere with the present operation of the canal
and could be economically constructed and maintained. It
will be noted that the propeller method can also be operated
without any addition to the structure shown. The trolley

Figs. 75d and 75e.

carriage would be so arranged as to run upon the rail, and
contact would also be made with the wire. Current would
be taken to the motor on the boat by means of a flexible
cable.

73. An arrangement shown in Fig. 76 would perhaps be
possible on some narrow, continuously level canals. As will

156 ELECTRICAL BOATS AND NAVIQATfeN.

be seen, a structure is built over the canal on which a high
speed electric railroad can be operated, while the hauling
motors for the boats in the canal are operated below the
tracks as indicated.

Instead of using the arches over the canal, as shown, the
cable method of suspension could be used and would be
particularly applicable here.

Such an arrangement would cost a large amount of money
to construct, but when its double use is considered and it
is remembered that no grading, excavating or other work,
required with a surface road, need be done, such a plan
appears, to some, within practicability.

A great variety of structures and supporting rails could
be devised, but some form of overhead cable suspension or
single rail structure on the banks would, no doubt, be a
desirable arrangement. With any form of structure
used, it would be most advisable to operate the boats as
shown in Fig. 74b. It will be seen here, that there are
two boats coupled together as in the present mule method.
Each boat is pulled by a single motor and the motors can
either be regulated separately on each boat, or from one
controller on the forward boat. Such an arrangement
permits of erecting a light structure just strong enough to
withstand the strain of one boat.

The chief difficulties in installing such a system of haul-
age, as described, would be met with in switching, so as to
permit the boats to pass one another going in the same
direction and in passing under obstructions, such as bridges.
These requirements can, however, be met with by suit-
able switching devices and by erecting the motor support-
ing structure in such manner as to permit of its being
attached to the bridge. The passing of boats going in the
same direction, does not, however, seem to be an absolute
necessity as the boats would be continually in motion at a
constant speed. Although it would, perhaps, be an advis-
able arrangement on the Erie, it would not be so necessary
on private canals. Suitable switching stations could be
placed along the route so as to enable boats to pass one
another going in the same direction.

Such a system of motor haulers possesses a great many
advantages. It does not in any way necessitate any addi-

MOTORS EXTERIOB TO BOATS.

157

(A
H
CQ

t>
<J

168 ELEOTBIOAL BOATS Ain> NAVIGATION.

tional machinery on the present canal boats nor are any
extra towing boats required which take np room in the
canal and interfere with the locking.

The method should prove more economical to operate
than other systems, whether hauling or propelling.

Any speed permissible by the canal structure can be
obtained.

There is no disturbance of the water as with the propel-
ler, and injury to the banks is prevented to a very great
extent.

It would not interfere with the present methods of pro-
pulsion, as the structure could be so arranged as to clear
the towing path.

As a whole, this method of hauling canal boats by small
motors which are supported on a light structure and con-
trolled from the boat, seems to have various points of
superiority. It is true, it also has various diflBiculties, but
these should all be overcome by proper attention to design
and construction.

It is true that the cost of the structure would be in
excess of that necessary for the propeller and also of that
of one or two of the hauling systems. It would, however,
appear that the various other advantages and sui)erior
eflBiciency of such a system would warrant a larger cost of
plant.

74. In all of the methods described, the storage battery
has not, in any way, been considered. It could be applied
to classes 1, 2, 3 and 5. Instead of taking power from a
central source of supply, the barge, towing boat or motor
locomotive might be supplied with storage batteries from
which the current could be taken. Suitable charging and
changing plants would be situated along the line. The
immense cost of plant and operation, and diflBiculties in
such a method, make it necessary to consider the central
station and distributing wires as a source of supply for any
practical system.

It is true that a boat equipped with a storage battery
and having a motor revolving a screw, would be entirely
self-contained and could proceed anywhere without any
assistance. The same thing could, however, be done by a

MOTORS EXTERIOR TO BOATS. 159

steamer, either barge or tug. Therefore, the only possible
advantage would be one of cost, and in that respect the
superiority would api)ear to remain in favor of the steamer.

Of the various methods of applying electricity to canal
boat propulsion, the struggle for sui)eriority seems to lie
between some form of propeller and one of the various
hauling methods. From the requirements necessary for a
practical system, it would appear that a separate motor
tug would be the best form of applying the propeller.

Of the various hauling methods, the operation of a small
hauling motor on an elevated structure adjacent to the
canal, towing or hauling the boat in the water and regu-
lated from the boat, seems to be the most practical and
feasible. Some form of cable suspension over the canal or
single rail on each bank, would be, perhaps, the most
practical form of structure to use ; although the duplex
structure possesses many points in its favor.

Aside from the question of economy, the exterior motor
method certainly seems to have various advantages over
thie propeller, as will readily be seen by carefully consider-
ing both. When, however, the cost of operation of each of
the two methods mentioned is also considered, the hauler
method again seems to be superior to the propeller. In
the following chapters an approximate estimate of the
cost of installation and operation of both systems will be
made.

160 ELEOTMOAL BOATS AND NAVIGATION.

CHAPTER Xm.

Generating Plant and Dibtribution.

75. Before comparing further the methods of propellers
versus motor haulage, let us look into the questions of gen-
erating and distributing power for canal boat propulsion.
The practicability of any electric system will greatly
depend upon the cost of operating the prime mover, and
the efficiency of transforming the energy into electricity
and distributing it to the points of consumption, where it
is re-transformed into mechanical energy.

It is believed by many that the working pressure or
voltage should not exceed 600 volts, and that preferably
a simple two- wire system (either alternating or direct cur-
rent) should be used. It may also be found that a direct
current will prove most practical for the working circuit
unless some efficient and simple single phase alternating
motor should offer. The general electrical arrangement of
the working or feeding circuit and the motors would be
the same as in ordinary street railroad practice.

We can, however, use various systems of distribution to
secure this working pressure, which will greatly be gov-
erned by the size of the canal, its location, kind of power
available, etc. Whatever method of generation and dis-
tribution is used, it must permit of continuous operation
24 hours of the day.

76. One of the simplest forms of generation and distri-
bution would be to use the methods employed in ordinary
electric railway systems, by generating and distributing
the electric current directly. As the distributing distance
would be limited by the cost of copper, it would be necessary
to erect numerous stations along the route of canals that are
of any length. The generating machinery could be operated
by either steam or water power, as found most practical.

GSNERATINa PLANT AND DISTRIBUTION. 161

77. Upon long canals, where it would be necessary to
erect nnmerous stations, other methods of distribution
could, however, be employed. Current could be generated
in one or more large central stations situated at some
cheap source of power, distributed at high tension, and
reduced to the working pressure of the motors by trans-
formers along the route of the canal. This plan permits
of various modifications. We could, for instance, dis-
tribute direct current at high pressure and reduce to the
working voltage by motor transformers along the route,
or a single or multiphase alternating current could be used
and transformed to a direct current of lower pressure at
the rotary transformers.

In districts where cheap power and labor can be obtained
along the route of the canal, the direct method of genera-
tion and distribution would, no doubt, be used. Where,
however, cheap power could not be obtained along the
entire route some modification of the high tension method
would be adopted.

78. As the Erie and other canals in the higher latitudes
are closed during part of the year, the most economical
operation of plant could not be obtained if power were
only furnished for canal boat propulsion. It would, there-
fore, be most practical and advisable to arrange the dis-
tributing and generating plant so as to operate at all
times ; power being furnished for other purposes as well
as canal boats. In the case of the Erie and some other
canals, an electric railway could be operated parallel to
the canal or over it ; and light, heat and power could be
furnished by the same plant used to operate the boats. If
an electric system is used it should also be applied to the
operation of lock gates, etc., along the canal.

79. In comparing the two methods of electrical canal
boat propulsion, we shall roughly assume, for the sake of
simplicity, that we are distributing power by the direct
method with stations located along the route of the canal
about 20 miles apart (distributing 10 miles each way from
the station), and using steam as a motive power. This wiU
necessitate about 18 stations along the route of the Erie

162 ELECTRICAL BOATS AND NAVIGATION.

canal. The station machineiy, engines and dynamos, will
be arranged in units of say, two or three hundred horse-
power each and one-third of the generating plant will be
surplus over that actually necessary to furnish power for
boat propulsion ; which will be necessary as the system
must be kept constantly in operation. We shall only
consider the use of the plant for canal boat propulsion.

The cost of a combined steam and electric generating plant
may be roughly placed at $100 per horse-power and coal to
be consumed at the rate of 2i pounds per horse-power hour
at dynamo terminals ; 20 per cent, will be allowed for loss
in distribution. It next becomes proper to determine how
far the expense will now be governed by the adoption of
either the propeller or the motor haulage method, but
before passing on to deal with that question, a comparison
should be made between the steam driven electric genera-
tors, just referred to, and the supply of power from Niagara
to the canal. Messrs. E. J. Houston and A. E. Kennelly,
electrical experts of high standing, have recently con-
tributed to The Electrical Bngineer^ of New York, the
subjoined data on the subject of Niagara power as com-
pared with the highest class of compound condensing
engines.

80. One of the most important questions of the day is,
How far is it commercially possible to transmit water
power electrically? It is recognized that the limiting
commercial distance depends upon two associated inter-
dependent factors ; viz., cost and electric pressure.

(1.) Cost^ including the purchase and maintenance of the
necessary machinery and wires together with the annual
interest chargeable upon such expenditure.
^ (2.) Electric Pressure. The pressure or voltage at which
the line transmitting the power can be operated with con-
tinued security to life, and assurance of permanence of
supply, and permanent protection to the lines of conductor
from lightning, weather and all disturbances.

It is clear that if reliable machinery could be purchased
cheaply enough, and the conductors could be safely oper-
ated at sufficiently high pressure, the Falls of Niagara
could to-day stop steam engines in New Orleans, La., by

aENERATING PLANT AND DISTRIBUTION. 163

underselling their power. There must be a certain radius
from Niagara, within which electrical power will carry-
death and displacement to the ordinary steam engine, and
it is desirable to ascertain how far this radius may be
likely to extend.

We shall first assume that a steady transmission of
power is to be provided for, from Niagara Falls to various
cities along the banks of the Erie Canal, as shown in the
accompanying table.

Distfuioe. Miles. k. w. h. p.

To Buffalo 15* 32,500 30,160

ToSyracuse 164 7,500 10,060

To Schenectady 800 7,500 10,060

To Albany 380 15,000 20,110

To various points along canal, for barge pro-
pulsion 15,000 20,110

67,500 90,500

* To outskirts of Buffalo city.

We shall assume that the engineering diflBiculties can all
be overcome by bare, overhead, tri-phase wires, at 85,350
volts receiving pressure, with step-up and step-down
transformers at each end of the lines. It remains now to
consider only the question of cost.

TUBBINES AND HYDRAULIC WOBKS.

We require to estimate the annual cost of producing one
kilowatt steadily at the turbine shafts at Niagara Falls.
It has been stated that the estimated cost of the hydraulic
works at Niagara for a total of 119,000 h. p.,

Was $ia50per H. p. or $14070 per K. w.

If we add as much as 20 per cent, for any

possible miscalculation 3.10 " " 3.814 «

And also add cost of turbines at 5.00 ** " &70S "

$17.60 $2a587

Allowing 5 per cent, for interest on capital, 2i per cent,
for superintendence and repairs, and 2i per cent, for
depreciation, the total annual cost is 10 per cent, on invest-
ment, or $1.76 per h. p., or $2,359 per kilowatt, assuming
that the turbines are always running at full load. This, how-
ever, is more than can reasonably be expected. The aver-
. age load under favorable conditions can hardly exceed 60
per cent, of the maximum load handle, joaaking the annual

164 ELEOTRIOAL BOATS AITO NAVIGATION.

cost $2,982 per h. p. or $3,931 per kilowatt of average annual
delivery.

Another line of reasoning is as follows: — It has been
stated by Prof. Forbes that he did not continue to add cost
to his generators, when $60 of extra expenditure in them
did not increase their electrical output by 1 h. p. Prof.
Forbes also mentions that he took 5 per cent, as interest
on investment, so that it seems clear that his estimate of
the annual cost of producing one horse-power at generator
terminals is 5 per cent, of $60, i. e., $3 per h. p. or $4,021
per K. w. ; and eliminating the cost of generators, this
would be about $3.72 per x. w. at turbine shafts. How-
ever, as our purpose is to be conservative, it may be safer,
in the absence of actual assurance, to take $4.00 per x. w.
a« the cost of power of turbine shafts per annum ($2,984
V^x H. p.).

GENERATORS.

The cost of alternators, as is well known, varies greatly
with their size and capacity. In sizes below 3 x. w. their
purchasing cost may be $100 per x. w., while in sizes of,
aay, 60 x. w. they may cost $45 per x. w. Finally in very
large sizes, say of 4,000 x. w., their purchasing cost would
probably be reduced to $8,616 per x. w. ($6,352 per h. p.),
including exciters, and all station apparatus.

MOTORS.

The cost of motors may be expected to average slightly
higher than that of generators, for the reason that they
will frequently require to be made in smaller sizes (say,
for 1,000 X. w.) than the generators. The purchasing cost
per kilowatt may be taken as $9,581 per x. w. ($7,146 per
H. p.) with exciters and apparatus included.

TRANSFORMERS.

The step-up and step-down transformers would probably
not cost more than $5,157 per x. w. ($3,847 per h. p.).
Prof. Forbes has stated that offers as low as $3.52 per h. p.
($4.72 per x. w.) have been made to deliver such trans-
formers. These transformers may be conveniently regarded
as forming part of the generators or motors at each end of
the lines. In this regard, allowing 0.96 as the efficiency of

GEISTEBATIKG PLANT AKD DISTBIBTTTION. 166

geneiufors or motors, the purchasing cost of generators and
all accessories becomes $13,888 per k. w., or $10,863 pef
H. p. Purchasing cost of motors $14,963 per K. w. or
$11,164 per H. p.

The efficiency of complete generator and motor plants
becomes 0.94 at full load, allowing 0.98 as efficiency of
transformers.

Conductors.

It is obvious that the right amount of capital to expend
in line conductors and construction, after the voltage and
frequency have been decided upon, is that such additional
expenditure just ceases to save its value in interest, by
reason of the consequent reduced loss of power in the line.
In cases where the expenditure in the line and construc-
tion is in proportion to the weight of copper in the line,
this economical point must be attained when the annual
charges of interest, repairs and depreciation on the whole
line, are equal to the money value of the power lost in
transmission along the line, which is Kelvin's law, and is
applicable to alternating as well as to continuous currents
and whether such currents have lag or not. Usually, how-
ever, the expenditure upon the line does not increase
directly with the weight of conductor, and the first
statement is, therefore, more generally applicable than
Kelvin's law. It can be shown that with the prices above
mentioned, the most economical weight of copper to
employ on each main tri-phase conductor, will be about
20i pounds per ampere per mile.

Allowing for the best quality of oil insulators, and bare
wires, not exceeding No. 000 A. W. G., a first-class ordin-
ary pole line can be erected for $1,000 per mile of line; and
if this allowance be made for the line to each city, the
combination will admit of a substantial and permanent
structure in wood or in iron, capable of holding all the
wires safely, and in a manner practically safe from light-
ning, yet readily accessible to linemen for repairs. By prop-
erly grading the distances between conductors, the antag-
onistic effects in the lines of capacity and inductance can
usually be rendered negligible, so that the fall of pressure
in the lines becomes that simply due to ohmic resistance.

166 ELEOTRIOAL BOATS AND NAVIGATION.

By systematically transposing the wires of all circuits, say
at every mile, their mutual inductance would be negligibly
small and their capability of disturbing one another would
be consequently annulled.

SUPERINTBNDENOB AND OpEBATING EXPENSES.

The following staflP might be expected to handle the
system.

One general superintendent and aasistantB $90,000 per annum.

One chief engineer 20,000 "

Twelve assistant engineers 36,000 **

Forty dynamo assistants 40,000 "

Forty linemen and assistants •••••••••• 40,000 "

$166,000
Office expenses, salaries, taxes, etc 34,000 **

Total. $200,000 "

Or $a00 per H. p. of total capacity, or $2,681 per k. w.

ALBANY.
Distance, 830 Miles ; Maxdcum Deuvxbt, 15,000 k. w.

For a delivery with full load at motor shafts of 1.000 k. w.

The delivery at line fcerminals 1.064 ''

And with a power factor of 0.9, .the received current on

each conductor is 0. 01931 amp.

Copper per mile on each conductor 0.3958 lb.

Total copper in line, per K. w. delivered 391.9 lbs.*

Approximate loss of energy in line 0.862k. w.

Approximateenergy delivered at Niagara terminals-... 1.926 "

Approximate energy delivered at Niagara turbines 2l048 **

Cost of 1.926 K. w. generator at Niagara at $1&888 per

K. w. $26,750 per K. w.

Cost of 391.9 lbs. of copper in lines 4a987 " "

One Idlowatt motor at Albany at $14.953 14958 '< «

$90,690 " "
Cost of 330 miles of line at $1,000 for 15,000 K. w 22.000 " "

Total investment per k. w. delivered $112,690 " "

Annual cost of interest, depreciation and repairs at 10

percent 11.269 " "

Cost of 2.048 K. w. at turbine shafts at $4. &192 " "

$19,461 " "
Labor, superintendence and general expense. 2.681 " "

Annual cost of delivery of one K. w. at sustained full load. $22. 142 " "
At average of 60 per cent of full load, $27.53 per h. p. or $36,903 ** "

* The number of wires in the line to Albany would be nine, about No. 000 B. & S. gauge*
three on each main conductor.

GENERATING PLANT AND DISTRIBUTION. 167

They next give corresponding calcnlations for Syracuse
and Buffalo, and then summarize as follows :

SUMMARY.

Cost of delivering a max. of 22,500 K. w. at Buffalo. . .at $ia 694 1240,610
Cost of delivering a max. of 7,500 E. w. at Syracuse, .at IT. 223 129,170

Schenectady 7,500 k. w at 21.260 159,450

• At Albany 15,000.K. w.... at 22.142 832,130

Different points 15,000k. w at 17.830 267,450

67,000 $1,128,810

Average cost of delivery, full load $13,475 per h. p. $16,723 per k. w.

Average cost of delivery 0.6 full load. . .$20i792 per H. p. $27,872 per K. w.
By Emery's tables the cost of generating

steam power per f^Tmnnn with coal at

$3 per ton is for 308 days of ten hours. $SS6,27 pern. p. and $3a88 per k. w.
365 days of 20 hours. $44.43 per H. p. and $59.56 per K.W.

This is with large triple expansion compound engines.

The foregoing results indicate that on the basis of prices
and voltages assumed and detailed, the power of Niagara
Falls can be transmitted to a radius of 200 miles cheaper
than it can be produced at any point within that range by
steam engines of the most economical type with coal at $3
per ton. That Niagara power can maintain at Albany a
large day and night output cheaper than steam engines at
Albany can develop it, but that for power taken at Albany
for 10 hours per diem the best steam engines have some-
what the advantage over Niagara unless exceptionally
favorable conditions of load could be secured for Niagara
power.

These conclusions are, of course, entirely dependent upon
the reliability of the prices, voltages and estimates as
detailed above. The prices, however, appear to be con-
servative, and are probably in excess of the latest market
values. This would also appear from the statement recently
published that the Cataract Construction Company has con-
tracted for the privilege of right of way for conducting
lines along the Erie Canal banks, by supplying power for
barges at the annual rate of $20 per h. p. ($26.81 per kilo-
watt) whereas the above figures make the average cost of
production $20,792 per h. p. ($27,872 per k. w.) on the basis
of an average output of 0.6 full load ; so it would appear
that the Niagara Power Company are in the possession of

168 ELECTRICAL BOATS AND NAVIGATION.

better prices. Moreover, if the voltage delivery on the
long lines, here taken as S6,860 at the receiving end, can
ever be safely increased, a marked reduction in the cost of
delivery would naturally result.

The broad conclusion to which an inquiry of this nature
inevitably leads, is that while under ordinary conditions
the commercial limit of electrical transmission of power
from water powers of less than 600 kilowatts can hardly
exceed fifty miles, the radius at which it will be profitable
with good fortune and management, to electrically trans-
mit a water-power aggregating 50,000 k. w., or more, is,
I)erhaps, to-day, two hundred miles, and that it might be
commercially advantageous for such a large water power
to undersell large steam powers at twice this distance with
no profit, in order to reduce the general expense upon
delivery nearer home. The reason for this difference in
the transmission radius between small and large water
powers, lies obviously in the fact that electrical and
hydraulic machines can be built and purchased much more
economically in large sizes than in small, so that the cost
of producing and of maintaining one kilowatt is very much
less for large than for small water powers.

We may add here that these interesting calculations
have been variously discussed and criticised, and that
several dissenting opinions of weight have been expressed.
Messrs. Houston & Kennelly have nevertheless adhered to
the figures presented, maintaining their accuracy, and our
readers will probably soon have the opportunity of seeing
in how far this confidence is justified.

COST OF OPERATION. 16»

CHAPTER XIV-

Be8istakcb of Canal Boats. — Compabison of Cost,
Propeller m. Hauler.

81. In order to compare the two methods of propelling
canal boats — ^the propeller and hauler methods — we shall
consider the installation of an electric system of boat pro-
pulsion on the Erie Canal, assuming 350 miles as the total
length. We shall assume that the canal is open for 215
days of the year and that we have at least one foot more in
depth of water throughout the canal, giving a standard
depth of 8 feet, and that the locks are all lengthened so that
two boats can pass through at one lockage. (See page 101.)

Upon this improved canal we shall assume the operation
of 600 barges (300 going in each direction), each carrying
340 tons of freight. For the sake of simplicity, we shall
assume that these boats are continuously moving at an
average speed of 3 miles per hour. Such would not acta-'
ally be the case, as a number of boats would be waiting at
the various locks and, therefore, taking no power. The
percentage of all the boats on the canal that would be
locking at one time would be small. The total amount of
energy required to operate each boat the entire length of
the canal, would not be seriously affected by the locking;
but to allow for the lockages and also for the smaller
number of boats at the beginning and ending of the season,
we shall assume that all the boats are taking power for 200
days. The full number of boats would gradually be
reached at the opening, and decrease at the closing, of the
canal. It will, therefore, be necessary to consider the
operation of the power plant for the fuU time of 215 days.

Resistance of OanaZ Boats.

82. As we are going to operate the ordinary barges a*
present in use (98 feet long, 17i feet wide and 6 feet

170

ELEOTBIOAL BOATS AND NAVIGATION.

draught, loaded to 240 tons) by electric methods, let us
look into the resistance met with by these boats on the
Erie Canal under different conditions. The law of boat
propulsion which could be applied to boats in a broad
expanse of water is not applicable here, and the contracted
waterway enters greatly into the computation. Ex-State
Engineer Elnathan Sweet has given in a paper read before
the American Society of Civil Engineers, March, 1890, a
table compiled from various experiments made by him on
the Erie Canal. This table is shown below.

Traction Exfebimsnts on Ebie Canal, 1878, Nbab Canajo-
HABiE, WITH Canal Boat Henby L. Pubdy.

Velocity.

Sections.

if
I

Basistanoe.

Observied. Computed.

Lbs.

H. P.

Lbs.

H.P.

1.86

8.71
8.86
8.04
8.80
8.80
8.88
806
8.14
8.04
8.14
1.06
8.04
8.66

1.87
1.85
1.06
1.80
1.50
1.67
1.06
2.00
1.46
2.00
2.14
1.88
8 00
1.81

106
105

118.76
122.6

460

685

4.28
it
6.

4.61

4.88

7 ft.
t(

8 ft.

6 ft.

1.5 ft.

7 ft.

180^000

574j740

807

675

8.88

684

8.20

208

1.06

848

1.87

881

1.60

504

8.11

645

8.58

860

1.43

682

8.87

784

4.10

850

1.24

678

8.62

602

8.00

278
50O
657
280
826
356
558
620
844
656
783
830
718
607

These experiments were made in the fall of 1878, with
the boat "Henry L. Pnrdy," which fairly represents the
average canal boat on the Erie Canal. The boat was towed
by horses and the resistances were measured by a dynamo-
meter and are shown in column marked " observed." The
resistances shown in column marked "computed" were

deduced from the equation R =

0.10303 s v^

units being

r — 0.597

in feet, pounds and seconds. The slight differences be-
tween the observed and computed resistances were caused
by the rapidly varying power exerted by th^ animals.

COST OP OPERA.TION. 171

The boats similar to the one experimented with, have a
horizontal cross-section of a little over 1,600 square feet
above the 6 foot immersion line, and carry 25 tons for
every half foot submersion beyond 6 feet. The submerged
surface of these boats when drawing 6 feet is 2,870 square
feet ; when drawing Qi feet, 2,980 square feet ; and 3,090
square feet when drawing 7 feet of water. The resistances
at various speeds for boats of similar model can readily be
computed from the data obtained from the table and by
using the formula (also given in the paper) of Scott Rus-
sell and Du Buat for the resistance of boats in narrow

channels of water, viz.: Ji = — ; — =- in which

r + B

R = Resistance of boat.

s = The submerged surface of boat.

V = The velocity of boat.

r = The ratio of the channel's water section to immersed
section of boat.

A and B constants det/ermined by experiment.

Mr. Sweet found the most probable values of A and 5,
for the model of boat used, to be,

A = 0.10303. B = — 0.597.

The equation therefore reads B = 0-^0303 s v' ^ ^^

T — 0.697

used in the table ; the units being in feet, pounds and
seconds.
For velocities in miles per hour, this becomes,

J. _ 0.2215 ^t?«
r — 0.597'

Using the latter equation,, the table on page 172 has been
compiled showing the resistance of the ordinary canal boat,
as used by Mr. Sweet, at one mile per hour with various
boat immersion and canal prism sections and depths of
water.

172

SLBOTBIOAL BOATS AKD KATIOATION.

BxnsTAHOB or Cakai, Boats at Onx Mils Pxb Hova;

COMPUTXD BT FOBWILA

i2 =

0.2216 9 9*
r — 0.597

Boat.

Lbs. H. P.

ft.
ft.
^ft.
7 ft

7 ft.

8ft.

aft

8ft

105.
106.
118.75
182.5

450

596

4.88
5.

4.01
4.88

8870
8870
8960
8000

178
145
IM
186

m
m

It will be noticed that the resistance is about 15 per cent,
less in 8 feet depth of water than in 7 feet.

Taking the resistances shown in this table at one mUe
per hour, we can readily find the resistance for any other
speed for the same conditions. As the resistance of boats
through water increases as the square of the speed,
Ji = L v^ when H = the resistance, L = pounds resistance
at one mile, v = velocity in miles per hour. As the power
necessary to overcome this resistance increases as the cube
of the speed, ff. P. = P v^ when ff. P. = -horse-power to
overcome resistance of boat, P = horse-power necessary at
one mile per hour, and v = velocity in miles per hour.

We can now very readily get the resistance of the
ordinary canal boat as used on the Erie under the condi-
tions previously named ; viz. : 8 feet depth of water, 6 feet
immersion of boat, speed 3 miles per hour. By taking the
resistance at one mile per hour under these conditions at

212
146 pounds or -—- horse-power, as shown in the table, we
ooO

find that at 3 miles per hour, the boat would encounter a
resistance of 1,305 pounds, or it would take 10.4 horse-
power to move the boat. Let us say, in round figures, 10
horse-power.

COST OF OPERATION. 178

83. It has been found most economical, in operating boats
on. the Erie Canal, to connect them in pairs, as already
described. We shall, therefore, endeavor to adhere to this
general plan and arrange the electric methods so as to
operate the boats in pairs and, also, so aa to facilitate
locking.

For the propeller method we shall consider the plan
•hown in Fig. 54, in which a small tug is used, pushing
one freight barge and pulling two, making a fleet of three
barges each carrying 240 to 250 tons, with a total of 750
tons.

For the hauler method we shall consider the plan as out-
lined in Fig. 72, in which a small motor is operated on a
light structure adjacent to the canal, each motor pulling a
single boat and being regulated from the boat. It will be
more advisable to operate only two boats by this plan.

Propeller Method.

84. As we are going to oi)erate 600 boats (300 each way),
we will have 200 three-boat fleets or trains. Allowing 10*
horse-power as the power necessary to overcome the resist-
ance of each boat, and because the resistance increases
with the surface, we will have 30 horse-power as the total
power necessary to overcome the resistance of each fleet of
three boats (excluding the tug).

There will, however, be power used above this which is
necessary to propel the tug, and that which is lost in the
slip and friction of the screw. As is well known, the loss
of power in a screw propeller, in ordinary cases, amounts
to from 15 to 30 per cent, of the power applied at the shaft.
With the steam canal boats used on the Erie Canal at
present, this loss is much larger, amounting to from 50 to 80
per cent, (with an average of about 65 per cent.). By sub-

* The aUowanoe of 10 h. p. per boat necessaiy to propel it at three mJles per hour is low.
As has been shown previously, this is the power necessary to OTercome the actual resistance
of the boat at the above speed and does not take into consideration the additional resistance
caused by- the propeller. The augmented resistance due to the screw propeller would, no
doubt, add greatly to the actual hauling resistance which is considered here. The prop^ler
increases the resistance of the forward boat by preventing the water from fully reacting
upon its stem, and causes an increased resistance in the rear boats l^ the stream that is
thrown astern by it.

174 ELEOTBIOAL BOATS AND NAVIGATION.

stituting an electric motor for the steam engine on the
canal boat, this loss could perhaps be somewhat reduced.
The ordinary slippage of a screw propeller increases when
other boats are towed, and it is doubtful whether the losses
in slip and friction of the propeller screw could be reduced
to any great extent in an electrical method if the screw
and motor are located on the canal boat.

If, however, the propeller screw is placed upon a small
tug, as in this case, and revolved at a higher speed, thereby
allowing the use of a smaller screw which is kept con-
stantly immersed, this loss could be somewhat reduced.
It will perhaps be fair to assume that in the case under
consideration, the combined losses in the screw and power
to propel the tug, will amount to 45 per cent, of the power
at the motor shaft. We must, therefore, have 45 per cent,
more power at the motor shaft than is finally necessary, in
order to overcome the resistance of the canal barges; and
as this is 30 horse-power, the power necessary at the motor
shaft on the tug would be 55 horse-power. Allowing a
loss of about 10 per cent, in the motor, we have, in round
numbers, 60 electrical horse-power necessary at the motor
terminals. This would be the power taken by the motor
when the boats are loaded to a depth of 6 feet immersion,
each carrying 240 tons.

Upon the Erie, the boats going east are generally fully
loaded, while those going west carry but a small amount
of freight. We may fairly assume that the average power
necessary at the motor terminals for westward fleets will
amount to about 20 horse-power. Although this may not
be strictly correct, it will answer in the present calculation.

As there are 100 fleets going in each direction we would
require a total of 8,000 horse-power delivered at motor
terminals. Allowing 20 per cent, loss in distribution, we
find that it would be necessary to have 10,000 horse-power
at the dynamo terminals at the generating stations in order
to propel these 600 boats. This will give an efficiency of
about 40 per cent, for the system from the dynamo to the
actual power used to propel the boats. If we have 18 sta-
tions along the canal, each station would have an output
of about 655 horse-power. The machinery installed, how-
ever, would be about 50 per cent, in excess of this, or about

€OST OF OPERATION. , 176

800 horse-power. The entire generating capacity would be
about 16,000 horse-power.

85. Taking the coal consumption at 2^ pounds per elec-
tric horse-power hour delivered at the dynamo terminals,
we get a total coal consumption of 26,000 pounds per hour.
At this rate we get about 3.6 per horse-power hour at the
motor shaft and about 6i pounds per effective horse-power
hour.

As a rough approximation of a propeller plant under the
above conditions, with a steam generating plant, we may,
therefore, take the following :

Cost of Electric Propeller Plant.

Distributing system (poles, wires, feeders,
etc.), 850 miles at $6,000 per mile, - - $2,100,000

Generating plant (buildings, steam and
electric), 16,000 h. p. at $100 per h. p., 1,500,000

Propelling tugs, 200 at $4,000, - - - 800,000

Superintendence, engineering and inci-
dentals, 200,000

Total cost, $4,600,000

We can also roughly approximate the cost of operating
this plant for 216 days.

Cost of Operation.

Labor to operate tugs, one man per tug, - $76,000

Labor (station, line, superintendence and

office), - - 100,000

Coal, 60^000 tons at $3 per ton, - - - 180,000

Interest on investment, 4 per cent., - - 184,000
Maintenance, depreciation, etc., ] 005 ooo

oil, water, waste, insurance, etc., ) '

$764,000

Let us call this $766,000.

At this approximate figure, power will cost about 2 cents
per horse-power hour delivered at the motor shaft on the

176 ELEOTBIOAL BOATS AKD NAVIGATION.

tag. ThiB will make the cost of propelling a fleet of three
boats, going at three miles "per hour, each loaded to 240
tons by the method described, as follows :
86.6 cents per mile,
12.2 " " boat mile,

$128.10 for entire trip, Buffalo to Albanjr (loaded).
Going in the opposite direction (lightly loaded) propul-
sion will cost :

12 cents per mile,
4 " " boat mile,

$42.00 for the entire trip west from Albany to Buffalo.
This would make an entire round trip under these
conditions cost about $170.

The cost of propulsion for each of these boats for an
entire round trip would be about $57.

Hauler Method.

86. Let us now compare with the above the method of
hauling as outlined in Fig. 72. In this method we shall
operate but two boats in each fleet ; each boat pulled by a
single motor. As we have 600 boats, we will have 300 two-
boat fleets or trains, 150 going in each direction. As each
boat encounters a resistance of about 1,305 pounds (10
horse-power at three miles per hour) the motors must
exert an effective puU to overcome this. Allowing a loss
of 20 per cent, in the gearing of the hauler, we find that
each motor must furnish 12J horse-power at the shaft.
Each of the motors would, however, be of about 15 horse-
power capacity. Taking 10 per cent, loss in motor, as
before, we get 14 horse-power of electrical energy necessary
at the terminals of each motor.

This would be for loaded boats. For light boats going
in the opposite direction, we shall assume, as in the previ-
ous case, about one-third of this or about 6 horse-power.

As we have 300 boats going in each direction, and as
each boat is operated by a single motor, it will be neces-
sary to furnish a total of 6,700 horse-power at the motor
terminals. Allowing 20 per cent, loss in distribution, the
power needed at the terminals of the generating dynamos
will be 7,125 horse-power. The entire capacity of the gen-
erating plant would be about 10,700 horse-power. The

COST OF OPERATION. 177

efficiency of the entire system from dynamo terminals to
power actually used to propel the boats is about 68 per
cent.

Although we could operate this plant with a smaller
number of stations than in the previous case, we shall
assume that the same number of stations are to be used,
but of smaller capacity. Each station would, therefore,
have an output of about 400 horse-power and a capacity of
about 600 horse-power.

At the rate of 2i pounds of coal per horse-power hour
delivered at the dynamo terminals we also get the same as
before, 3^ pounds per horse-power hour at motor shaft, but
the coal consumption per effective horse-power hour would
be less than in the previous case ; amounting to 4i pounds
per horse-power hour.

We may consider the following as a crude approxima-
tion of the cost of the hauler method. The supporting
structure considered is a light, single support on each
bank of the canal, or else some form of cable suspension
as shown in Fig. 76,

Cost op Electric Haijler Method.

Structure and distributing system, 360
miles, at $10,000 per mile, - - - $3,600,000

Generating plant, 10,700 horse-power at $100
per horse-power, 1,070,000

Motor haulers, 600 at $1,000 each, - - 600,000

Superintendence, engineering, etc., - 200,000

Total cost, $5,370,000

The cost of operating this plant under the same con-
ditions as before would approximate about as follows :

Cost op Operation.

Labor (station, line, superintendence and

office), $100,000

Coal, 42,750 tons at $3.00 per ton, - - 128,250
Interest on investment at 4 per cent., - - 214,800
Maintenance, depreciation, etc., oil, waste,
insurance, etc., 200,000

$643,050

178 £L£OTRTOAL BOATS AND NAVIGATION.

In round figures, $640,000.

Taking these figures we may form an estimate of the
cost of propulsion by the hauler method. The cost per
horse-power hour delivered at motor shaft will be about
2.6 cents.

It will, therefore, cost 10.8 cents per boat per mile (21.6
cents for each pair of boats or fieet). This will make the
cost of the entire trip east of two boats, each loaded to 240
tons, going at 3 miles i)er hour, about $76.50. Going in the
opposite direction the cost of propulsion would be about
one-third, or about $25.00. The entire round trip of two
boats by this method would cost about $100.00; or a
continuous round trip of a single boat would cost $50.00.

Comparison: Propeller vs. Hauler.

87. From these crude estimates we have, therefore, the
following :

Propeller. Haulage.

Cost per boat mUe (east), - - 12.2 cents. 10.8 cents.

" " " trip (east), - - $43.00 $38.00
" '' " " (east and west), 57.00 50.00

or as a comparison of the total operating expense of 600
boats for 200 days at 3 miles i)er hour, we have,

Propeller, $765,000 ; Hauler, $645,000 ;

making a difference of $120,000, or 15 per cent, in favor of
the hauler.

We have considered in both cases a very crude arrange-
ment of generating and distributing plant, and in the latter
method particularly, the general plan would be somewhat
uneconomical. In fact if the plant were properly planned
a larger saving could be shown in favor of the hauler
method. It must also be remembered that we have con-
sidered that the resistance of the boats is the same in both
cases. This is not a fa<3t, as the resistance of the boats
operated by the propeller tug would be greater than by
the hauler method. If we take these facts into considera-
tion, and furthermore, if such plant were installed by the
State and no profit was expected on the invested capital.

008T OF OPERATION. lt9

it will readily be seen that the advantage in favor of the
hauler method would be still greater.

Comparison With Present Methods.

88. With this rather rough approximation it would
hardly be fair to make any depreciatory comparison with
the present methods. With the actual plant that would
be installed with either method, the cost of propulsion
would no doubt be brought down to quite some extent. It
must also be remembered that but a very small and limited
output has been considered. An increase in the number of
boats propelled and a continuous operation of the gen-
erating plant — power being also used for other purposes —
would also greatly decrease the cost of propulsion. An
approximation of the cost of propulsion by the present
methods would, however, be interesting.

At the present speed of 2i miles per hour in 7 feet of
water, we may take the following as the cost of propulsion
per boat mile by tjie present steamer-and-consort method.
Each barge carries 240 tons and steamer 180 tons.

Coal, 25 pounds at $4.25 ton, - - - 5 cents.
Engineer's pay and board, - - - 2

Oil, waste, etc., 1.5

Interest, repairs, insurance, etc., on propel-
ling machinery, - - - - 1.6 **

Total cost per boat mile, - - - 10 cents.

We cannot, however, compare this but must reduce it to
the same conditions as in the electric method, namely 8
feet of water and 3 miles per hour.

Referring to the table on page 172, we find that there is
a saving of about 15 per cent, in the resistance of a boat
loaded to 6 feet when moving in 8 feet of water instead of
in 7 feet. Taking the coal consumption in 7 feet at 25
pounds per boat mile, at 2J miles per hour, we find that in
8 feet it would be 21i pounds. As the power necessary to
propel a boat increases as the cube of the speed, at three
miles per hour, in 8 feet, we would get about 37 pounds per

180 ELBOTBIOAL BOATS AND NAVIGATION.

boat mile. As the other conditions will alter but slightly,
we will assume them to be the same ; and we now have

Coal, 37 pounds at $4.26 per ton, - - 8 cents.

Engineer's pay, board, etc., - - - 2 "

OH, waste, etc., 1.6 "

Interest, repairs, insurance, etc., - - 1.6 "

Total cost per boat mile, - - 13 cents.

This figure is, however, more likely to be about 15 cents
per boat mile. As the cost of towing by horse or mule is
higher than by steam it will be unnecessary to consider
it in such a comparison.

Taking then the various methods, we have the following
as an approximate estimate of the cost of propelling the
ordinary canal boat on the Erie Canal at three miles in 8
feet of water, loaded to 240 tons.

steam propeller,

13 cents per boat mile.

Electric " - -

- 12

" hauler,

10.6 " "

It would appear from the above, and from the fact that
the estimates are very crude and that the cost of operation
can be decreased to a large extent by an economical and cor-
rect design of plant, that an electric system can be economi-
cally operated. It would also appear that the hauler
method had the advantage in all directions. It is difficult
to make any positive statement as to ultimate cost of oper-
ating such a method, but the cost could perhaps be
decreased 20 per cent, below the figures given even if we
limit ourselves simply to numerous generating stations
using coal, and not to the cheap power from Niagara, which,
if the calculations of Messrs. Houston and Kennelly be cor-
rect, can be delivered even in Albany on terms of more
than an equality with the energy from the best triple
expansion engines on the spot.

BiBSISTANCE OF BOATS AND PROPELLERS. 181

CHAPTER XV.

Propulsion: Resistance op Boats and Propellers;
Paddlewheels and Screws.

89. The subjects treated in this chapter relate not only
to electric launches, but to the other classes of boats dealt
with in the present volume, including canal boats. It has
been deemed proper, to discuss them broadly, leaving
fuller treatment to books on the specific topics that are
here passed in review. As will have been noted, some
data on the subject, as applied to canal boats, has been
given in the previous chapter.

Boats can be propelled through water in two ways ; first,
by exerting a direct pull or strain on the boat sufficient to
overcome its resistance ; second, by the use of a propelling
instrument on the boat which acts upon the surrounding
water in an opposite direction to that in which the boat is
to be moved.

The first plan has been illustrated in the previous chap-
ters by the cable towing and motor hauling methods on
canals. Such methods of propulsion are limited to canals
and rivers. The second plan of propulsion is, perhaps, the
more important and, in fact, the only way of giving motion
to a boat through water, excepting as above. The principle
involved in any marine propeller is the projection of a
quantity of water in a direction opposite to that in which
the boat or vessel is to move, and of such mass as is neces-
sary to overcome the resistance of the boat.

The resistance of a body, such as a boat, moving through
a broad expanse of water depends upon quite a number of
conditions which are quite variable. The total resistance
encountered by a boat is made up of the following :

i^i>^^.— Erictional resistance due to the surface friction
between the water and the skin or surface of the boat.
- Sec(md.-T-WQ.Ye making resistance due. to the cutting of

182 ELBOTBICAL BOATS AND NAVIGATION.

the water by the bow of the boat which sets up waves
called waves of displacement.

The f rictional resistance is by far the most important in
boats of ordinary good lines and moderate speed. It
depends upon the area of immersed surface and its degree
of roughness, and varies about as the square of the speed.
It is also affected to some extent by the length of the boat,
but is not affected by its form or proportions except in
extreme or unusual cases. Even with high speeds, the
frictional or skin resistance is the largest part of the total
resistance encountered by the boat.

The wave making resistance depends upon various ele-
ments, but particularly on the form and proportions of the
boat. With a boat of good model and fairly fine lines, at
fair speed, the resistance caused from waves would amount
to but a very small percentage of the total resistance.

There is, however, a limiting speed for a boat of any
particular model, above which the resistance increases
very rapidly. In some large poorly built boats a slight
additional resistance is caused by eddies formed at the
stern. In boats of good lines, however, this is quite
inconsiderable.

Various methods have been used to deduce the resist-
ance of a boat of any particular model or form at a certain
speed, all of which are based for their accuracy upon
certain practical data obtained from experience with other
boats of similar model. It is quite difficult to lay down a
general formula of resistance for all models of boats, as the
wave resistance of a boat of narrow beam going at a
certain speed would be less than that of a boat of the same
displacement and midship section going at the same
speed, but of broad beam. It will, therefore, be seen that
although the immersed surface of the two boats may be
about the same, their resistance at a certain, speed may
be different.

It must also be understood that wind, tide and waves in
rough water, increase the resistance of the boat. The
resistance from these causes cannot be approximated and
can only be arrived at from actual results and experience
under the various conditions.

The resistance of ordinary boats of good model at

EESI8TANCE OF BOATS AND PJtOPELLERS. 183

moderate speed, in fairly smooth water, varies as the
square of the speed ; and the power necessary to overcome
this resistance, as the cube of the speed. This would
apply to boats without reference to the mode of propulsion,
except in the case of certain propellers, such as the screw,
which have a tendency to augment the resistance under
certain conditions.

The resistance of a boat, however, also depends upon
whether the boat is traveling through a broad expanse of
water or along a confined waterway — such as a narrow
river or canal. The resistance encountered by a boat, in a
confined and narrow waterway, is very much greater than
that experienced by the same boat in an unlimited expanse
of water and depends upon the' relation between the section
of the boat and that of the waterway through which
it is passing. It will readily be understood that if the
channel section is small as compared with that of the boat
the resistance encountered by the boat will be greatly
increased even at very low speed. At comparatively high
speeds the resistance caused by the contracted waterway is
experienced to a very much greater extent.

90. We shall not endeavor to go into all the details of
boat resistance under various conditions. It may, however,
be well to give an empirical rule used to approximate
indicated horse-power required for screw, propelled steam
boats or vessels. It has been found from practice that an
allowance of about 5 horse-power per 100 square feet of
wetted surface at a speed of 10 knots per hour will approxi-
mately give the indicated horse-power necessary at the
engine cylinder. This allowance can, however, only be
made with boats of fair model and good lines, and at
moderate speed in free waterways.

The above has been used in connection with larger boats
than would generally be found among the types considered
here. For boats of small size the allowance of horse-power
for the given speed and surface would no doubt be slightly
larger. The proper allowance can no doubt be easily
deduced from experiment.

With some alteration this rule could be applied to
the electrical energy necessary under similar conditions.

184 ELECTRICAL BOATS AND NAVIGATION.

We may assume that the losses from the engine to the
screw amount to 25 per cent, of the total indicated power.
With an electric motor the losses will probably be half of
this, or, let us say, 15 per cent. We may, therefore, deduce
the electrical energy necessary at the motor terminals as
follows :

= horse-power electrical energy at motor.

\ 10 / ^100

Where >8^ = Speed in knots per hour.

A = Area wetted surface of boat in square feet and
allowing 4 horse-power per 100 feet of immersed wetted
surface of boat at 10 knots per hour.

In order to reduce this approximation of the energy
necessary to propel a certain boat, to the resistance met
with by the boat (leaving out the losses in the engine and
screw), we may assume that the loss between the indicated
horse-power at the driving engine and the real effective
propulsive power used to overcome the resistance of the
boat is from 60 to 60 per cent. This would, therefore, give
us a rate of about 2i horse-power per 100 feet of wetted
surface at a speed of 10 knots per hour. Reducing this to
pounds we get approximately a resistance of about 80
pounds per 100 feet of wetted surface at 10 knots per hour.
Therefore, to get the resistance in pounds approximately :

= H (resistance in pounds) ;

^^' = effective horse-power.

odOOO

JS = Speed in knots per hour.

A = Area in feet of wetted surface.

j5^ = Speed in feet per minute.

The allowance made for each 100 feet of immersed surface
of the boat is not at all constant, but would vary with the
surface and model of boat. With the ordinary model, such
as used in electric launches and boats, it would form a rough
approximation of the power required. We are assuming
here, however, that the boat is propelled by means of a
screw. With boats that are hauled, as in systems of canal
boat towing, this would not apply. In such cases the
absolute resistance of the boat in passing through the

-)•

80 A
100

r\r

X I'

BESI8TAN0E OF BOATS AND PROPELLERS. 185

surrounding water must be deduced in a manner similar to
that in a previous chapter, and the horse-power necessary
to overcome the resistance will vary as the cube of the
speed.

91. Under all ordinary conditions, excepting as above,
boats are propelled by means of a propelling instrument or
mechanism located on the boat. The propeller may be
either a paddle, a screw or a jet, but the action of the
propelling instrument upon the water is the same in all
cases. It will readily be seen that an amount of work
must be done in an opposite direction to the direction of
the boat in order to overcome the resistance of the boat
and cause it to move forward. As has been previously
stated, all propellers work on the principle of projecting
a certain mass of water, equivalent to the resistance of
the boat, in an opposite direction to its motion.

The velocity of the projected stream is always greater
than the actual velocity imparted to the boat. As the
water is a yielding medium it will readily be understood
that there must always be a certain slip of the projected
stream. Therefore if V be the velocity of the stream pro-
jected by the propelling instrument, and v be the velocity of
the boat, then V — v = velocity of the stream with respect
to the water. This is called the slip of the propeller. The
stream thrown from the stem of the boat is the slip. If
the entire speed of the boat were equal to that of the
projected column of water there would be no stream
thrown astern and no slip.

Although the jet, the paddle or screw propellers could
be utilized for the propulsion of electric boats, the screw is
particularly adapted to the propulsion of such boats on
account of the high speeds obtainable with the electric
motor. It has also been shown by practice that the screw
has various advantages for such craft. We shall particu-
larly deal with the screw propeller, but it will be well to
also give a general description of the two other forms of
marine propellers.

92. The jet propeller is, perhaps, the simplest in principle
and operation, but it is more or less impractical and very

186 ELEGTBIGAJi BOATS AND NAVIGATION.

inefficient. It operates by throwing stemward from the
boat a stream of water which has been drawn in at the bow
or sides and passes through pipes in the boat. Between
the inlet and outlet a pump, turbine or other device is
located for imparting a velocity to the water, which, being
in an opposite direction to the direction of the boat, causes
a certain thrust which must be equivalent to the resistance
of the boat.

93. The paddle in its simplest form, consists of a number
of flat boards or paddles, radially secured to a circular
frame, revolved at its centre, so that, as the paddle wheel
is revolved, the paddles push the water back in an opposite
direction to that in which the ship is moved. If the water
were unyielding, its action would be analogous to that of a
rack and pinion, and the distance traveled would be ^ X the
pitch circle of the paddles or circle of centres of pressure.
As the water yields, however, the action is the reverse to
that of an undershot water wheel.

This form of propeller was the first to be used for
mechanical boat propulsion. It is confined now chiefly to
boats for inland navigation. There is another form of
paddle wheel which, although acting in the same manner,
is much more efficient. This wheel is called the feathering
paddle and is so arranged that the floats, instead of being
bolted as in an ordinary paddle, are pivoted on an axis
parallel to the axis of the wheel. The paddles are con-
nected by rods with an eccentric which is so set, with regard
to the axis of the revolving wheel, as to cause the paddle
or float to be nearly vertical when entering the water. By
this means the floats always have a direct sternward action
on the water and not an oblique action as is the case with
the radial paddle.

The feathering paddle is, perhaps-, the most efficient
marine propeller and is used to-day to a great extent for
inland and shallow water navigation. It has, however,^
various objections, particularly that of bulkiness; and for
rough water it is entirely impractical.

94. The screw is the most generally used marine pro-
peller and is the only practical and efficient propelling

BESISTANCE OP BOATS AND PROPELLERS.

187

instrument for the great majority of the boats described
in this book. The action of the screw is more complex
than either of the other forms of boat propellers.

The general principle of the action of the screw pro-
peller can be compared to that of a bolt and nut — ^the
water represents the nut. If the nut be fixed and the bolt
be revolved, a forward or backward motion will be im-
parted to the bolt at right angles to the direction of
rotation. If a blade of metal be wound endwise upon a
cylinder or shaft so as to form a screw thread upon the
shaft and revolved in water surrounding it, the same effect
will be produced; that is, the water will take the place of
the nut and a motion parallel to the axis of the screw will
ensue. All screw propellers are based upon this principle.

f&tt^H

It is not necessary, however, that the blade should make
a complete revolution around the shaft. If a slice be cut
from such a thread, as shown in Fig. 77, a piece of blade
will remain. If two such threads are wound around the
shaft, two blades will remain, and so on. Such a slice
with two or more blades forms a screw propeller. Each
blade represents a thread of the screw. Two or more slices
of threads or blades are used in order to decrease the
surface friction between the surface of the blade and
the water.

The pitch of a screw propeller is the distance measured
along the axis of one complete revolution of the screw
blade. The pitch of ordinary screws varies from one to
two and one-half times the diameter.

188 ELECTRICAL BOATS AND KAVIGATIOK.

The disc area is the circle swept by the edges of the
blades as they revolve.

The thrust of a screw propeller is the power exerted in
pounds on a line parallel to the axis.

The developed area or blade surface is the area of aU the
blades added together.

Fig. 78.

The projected blade surface is the sum of all the blades
measured on a plane at right angles to the axis.

The length of the screw is the length of the slice cut
from the whole thread, measured on a line parallel to the
axis.

The ''leading edge" of a screw propeller is the edge
that strikes the water first ; the next being the "following
edge."

When the blade is twisted so that the pitch varies along
the blade, the screw is said to have a varying pitch. If
the pitch increases toward the periphery of the blade, the
propeller is said to have an expanding pitch. If it is
larger at the hub, the pitch is said to increase radially.

X A

Fig. 79.

Several forms of propeller screws are shown in Figs. 78,
79, 79a and 79b.

If the screw propeller were worked in a solid medium,
as in the case of the nut and bolt, the velocity of the boat
driven by screw would equal P (the pitch) x H (the
revolutions) of the screw. But, as will readily be underr

BE8ISTANCE OF BOATS AND PROPELLERS.

189

stood, the boat does not generally advance at this rate.
With the screw, as with other marine propellers, there is
always a certain slip of the projected column of water
which is lost in a stream thrown astern by the propeller.

Fig. 79a.

Let P be the pitch of screw and R number of revolutions,
then V (speed of propeller) = P X JR.
If now the speed of the boat be «, then.
V — V = slip of screw ;
V—v

or,

X 100 = per cent, of slip.

Fig. 79b.

This is, however, the apparent slip of the screw, that is,
the slip relative to still or quiet water. As, however, the
boat causes a current to follow in her wake, this current

190 SLEOTBIOAL BOATS AND NAVIGATION.

must be taken into consideration in getting at the real slip.
In some cases it has been found that v was larger than F,
caused by the following current being so strong as to
entirely counteract the apparent slip. This is called
negative slip.

Although it would appear that this would be a case of
added efficiency, such is not the case. To create the fol-
lowing wake, a certain expenditure of energy has been
necessitated which can only be partly returned. It is
very seldom met with in well proportioned boats of the
class here treated of. It must, however, be remembered
that in calculating the real slip, the* velocity of the
following wake must be taken into consideration. The
slip generally spoken of is the apparent slip.

The real slip represents the true value of the backward
velocity impressed on the water by the propeller, and is
not to be regarded as an evil characteristic but the con-
trary. Absence of real slip is a sign of inefficiency. It
will readily be seen that the thrust transmitted to the
boat by the screw shaft will vary with the velocity of
the water thrown astern.

The laws of slip of screw propellers have been deduced
from experiment as follows :

First. — ^For the same screw, slip increases with the
resistance of the boat.

Second. — ^The slip increases slightly as the revolutions
of the screw are increased.

Third. — The slip increases with the pitch. Therefore
screws of fine pitch should be most efficient.

Fourth. — The screw should be made as large as possible
with relation to the mid-section of the boat.

Fifth. — The slip decreases as the length of the screw or
as the area of the blades with a fixed diameter increases.

Screws of smaller pitch have generally been found to
have less slip than those of coarse pitch. As such screws
generally revolve at a high speed, the loss from surface
friction between screw blades and water becomes greater.
Screws to work at high speeds, however, can have less
area than those at low speeds. With electric launches
and most other boats (herein described), high speed, low
pitch, screws would be used.

RESISTiLN^OE OF BOATS AND PROPELLERS. 191

In designing a screw it must, however, be borne in mind
that in order to get the best results the screw must be kept
immersed. If the propeller screw breaks through the
surface of the water, it carries down with it a certain
amount of air which is a cause of inefficiency. This is
particularly the case with large screws. The number of
blades does not seem to affect the working of the screw
except as above stated. Three or four, however, give less
vibration than two.

95. It is particularly imperative that the lines of the
boat should be such as to permit a free flow of water to
the screw. It has also been found that the action of the
screw increases the ordinary resistance of the boat by
preventing the water that has been displaced by the bow
from reacting on the stem as it should. This augmented
resistance amounts to but a small percentage in well
designed boats. Energy is also wasted in throwing water
radially from the propeller instead of backward. It is to
prevent this centrifugal action that the propeller blades on
some screws are inclined astern. Thin blades and small
pitch are preferable for such boats as electric launches.
It has been pointed out that the slip of a screw propeller
decreases with the pitch, but it must also be kept in mind,
that as the screw revolves, the friction between the blade
surface and the water must increase with higher speeds
with the same blade area. With large screws revolving at
high speeds this surface friction has been found to amount
to several per cent, of the total energy used by the screw
in propelling.

The action of the screw is to drive sternward a column
of water whose area is equivalent to the area of the screw
disc minus the boss or hub. The velocity with which this
area is projected by the propeller — P X B. As has been
shown, however, this cannot be the velocity imparted to the
boat by the propeller ; but the velocity imparted to the boat
by the propeller will be the speed of the propeller less the
slip. Let V = velocity of boat in f eot per second, V = speed
of propeller or velocity of projected stream per second,
A = area of the column of water projected in feet. Then
JL X y = volume in cubic feet of water projected per

192 ELECTBIOAL BOATS AND NAVIGATION,

second. Taking the weight of a cubic foot of sea water at
64 pounds and gravity at 32 pounds, we get :

{T) Momentum of stream = ^ ^ Z,^ ^ ( V— t?) =

2 Ax V{V—v).

This is the thrust of the propeller exerted along the
shaft of the screw in pounds, and varies as

Ax{P X ay.

To move the boat this thrust must overcome the resist-
ance of the boat, and the speed at which the boat will then
move will be as previously shown. The thrust x the speed
of propeller = total work, and resistance of boat x speed
of boat = useful work. The horse-power necessary at the
screw shaft outside of the boat varies as ^ x (P x -H)^ or

TT p _ Tx 8

' "" 33000 '

8 = speed of propeller per minute.

It will readily be understood that the velocity of the
following wake, if there be any, must always be taken into
consideration when the velocity of the projected stream is
to be deduced.

It will readily be seen, also, from the above f ormulse
and general principles, how the diameter, pitch, thrust and
horse-power of a screw propeller can be approximated
for a certain resistance of boat. In order to get the
energy necessary at the motor terminals, the losses in
transforming the electrical into mechanical energy and
transmitting it to the propeller must be considered. If
a constant resistance be deduced for a certain model of
boat at a certain area and speed of propeller and for a
standard area of wetted surface, the propellers necessary
for other boats of the same model can be roughly deduced
from the above data. As, however, screws of different
diameter and pitch have a varying percentage of slip, V—v
will vary. As has been shown, the resistance of boats
varies with conditions, and although the screw propeller
has been investigated by many, we are still compelled to
resort to experimental tests with screws upon boats of
various model to get constants to be used in a computation.

BE8ISTANCE OF BOATS AND PROPELLERS. 193

The formula given, although quite rough and approximate,
will, however, allow reasonable deductions to be made
within the limits stated.

Those who are particularly interested and desire to
further investigate the propulsion of boats and propellers,
will find of use various papers read before the Institution of
Naval Architects, particularly by Dr. Froude ; the book on
" Marine Propellers," by Sydney M. Bamaby ; and various
other books and papers on naval architecture and marine
engineering, which treat of the subject fully. Among
these also are the writings of Prof. Rankine, A. E. Seaton,
W. H. White, Scott Russell and Du Buat.

194 BLBCTBIOAL BOATS AND NAVIGATION.

CHAPTER XVL

The Miscellaneous Uses of Electrical Power for
Boat Propulsion and Canals.

96. The electrical propulsion of boats from some central
source of generation or distribution is not limited to the
classes already discussed. Such methods can also be
applied to boats on other waterways. In the illustration
(Fig. 80) a feasible plan for an electric ferry is shown, in
which a motor on the boat receives current from overhead
wires suspended transversely over the river or other chan-
nel. The trolley or contact wire is suspended from a cable
spanned across the river attached to the towers or poles on
each bank. Where a railroad bridge, for example, crosses
the river adjacent to the ferry, the wire can be supported
directly beneath the bridge. These contact or trolley wires
are arranged so as to permit a small trolley carriage to run
thereon, and means are provided to keep the carriage secure-
ly upon the wire at all times. The boat would be connected
with the carriage by a flexible cable which would permit
sufficient lateral motion and would be connected with the
motor revolving the propeller. The boat could be started,
stopped and regulated in speed and direction by any suit-
able form of controlling or regulating device on the boat.

Such an electric ferry could, no doubt, be readily con-
structed across ordinary rivers and operated in conjunction
with an electric railway. Its operation might be somewhat
difficult across rivers having strong currents, but with
sufficient slack cable this difficulty could be overcome.
Although such an arrangement might possibly be operated
beneath the Brooklyn Bridge, it is not intended to be
operated on so large a scale ; but it certainly would seem to
be a feasible arrangement for some small ferries that are
located in the vicinity of electric railways from which
current could be taken.

MISCELLANEOUS USES OF ELECTRICAL POWER.

195

97. Another arrangement is shown in Fig. 81. In this
plan current is supplied to the boat by a submerged

electric cable which is
connected with the
source of electric supply
on the shore. As the
boat proceeds, the cable
is let out, and taken in
again as the boat returns.
The reel for winding the
cable is preferably lo-
cated on the shore, as
shown. In some cases,
however, there would be
no necessity for winding
the cable. This form of
electrical boat could, no
doubt, also be practically
operated under certain
conditions.

At this point may be
mentioned the plan
patented by Mr. H. P.
Wellman, of Catletts-
burg, Ky., for the elec-
tromagnetic mooring of
ferry boats, canal boats,
etc. Broadly stated this
plan consists in placing
upon the boat and the
wharf, alike, a series of
mooring surfaces, as in-
dicated in Figs. 82 and
83, one of the surfaces
serving as a ''keeper"
to the other, so that the
boat is held at her wharf
upon approach and is
released when ready for
departure. The scheme does away with ropes, snubbing
posts, etc., and should prevent bumping. It would answer

5z;
o

o
S

Q
O

196

ELECTBIOAL BOATS AND NAVIGATION.

best in still waters, and where there is little rise and fall
in tide.

Instead of holding the boat to its mooring, quay or dock
by suitable hawsers, as has been the practice, electro-

FiG. 81. — Elbctbic Fkbby Boat Opebated by a Submerged

Cable.

magnetic means are used to accomplish this from the boat
itself. In one of the modified forms of this method which
is here* shown (Fig. 82) electro-magnets are placed upon
the boat with their poles flush with the mooring side of
the boat which in the illustration is the bow. The wharf
or dock at which the boat lands is provided with a sheet
or apron of iron which is so placed as to abut and come
in contact with the poles of the magnets upon the boat
when a landing is to be made. Ordinarily the electro-
magnets upon the boat are not energized ; but when it is

Fig. 82.

desired to moor the boat, the captain or pilot can at once
energize the magnets by connecting them with a source of
electricity, which may be the electric light dynamo on the
boat. As the magnets on the boat will abut the apron on
the dock, which will act as a keeper for the magnets, the
attraction between the magnets and keeper will be sufficient

MISCELLANEOUS USES OF ELEOTEIOAL POWER. 197

to hold the boat. Instead of using magnets upon the boat
only, they may also be placed upon the dock and supplied
with suitable current, or the boat may be equipped with
an iron keeper at its mooring portion and the magnets
placed upon the dock. It would appear that this novel
application of electricity would promise practical success
particularly where frequent landings are made, as in
ferries, etc.

98. Along a canal or river where an electric system of
propulsion is used with distributing and contact wires
paralleling the route of the waterway, the various bridges,
lock gates, lifts, hoists and other machinery requiring

power should also be electrically operated. When canals
pass through large cities, movable bridges are generally
constructed across the canal. Such bridges, whether swing
or lift, should and can all be operated electrically, and such
apparatus is already in use in various parts of the world.
Where a canal passes through a country of varying level,
either locks or other devices must be provided to pass the
boats from one level of the canal to another. Where locks
are used, it is usual, in most cases, to use power to operate
the lock gates. The electric motor would certainly be a
most satisfactory substitute for any of the present methods.
The boats could also be hauled into the locks by electrically
operated hauling machinery. On some canals, such as the
Morris or the Delaware and Hudson, the boats are trans-
ferred from one level to another on cars or cradles which

198

ELECTRICAL BOATS AND NAVIGATION.

are moved by means of an inclined track by means of a
chain. In Fig. 84 a cradle, car and boats are shown, sls
used on the Morris canal, New Jersey. The car is raised.

Fig. 84.— Inclined Plane of the Morris Canal, at
Bloomfield, N. J.

and lowered by means of the chain to which it is attached.

The application of electricity to this work is very simple

and satisfactory. Direct lifts or elevators are also used

MISCELLANEOUS USES OF ELECTRICAL POWER. 199

upon some canals, which might just as easily be operated
electrically as by steam or hydraulic power.

99. Upon the canal system extending from Lake Biwa,
Japan, to the ancient city of Kyoto, the boats are hauled
up and down an incline on cradle cars by means of a
Sprague 50 horse-power motor driving the cable drum.
This inclined railway connects the two canal sections,
between which there is a fall of 120 feet, and upon which
it was first intended to use locks. When the incline was
adopted, it was intended, also, to use water-power direct,
with a wheel at the foot, but in the present plan, the
power-house is driven by Pelton wheels, and the Sprague
motor is placed at the head of the incline. The total
length of the inclined railroad is 1,800 feet with a grade of
1 in 15. The same power from the canal is being utilized
for industries in the old city of Kyoto. ^

100. A very large field of utility for the electric motor
will also be found in the loading an4 unloading of boats
and barges upon a canal operated electrically.

The electrical illumination of the towpaths, locks,
etc., along a canal will also be a decided step in advance
over the existing methods. The navigation of the Suez
Canal at night by means of portable arc light plants has
increased the facilities for traffic, and the income, of that
canal enormously ; and where current is already used for
power purposes the employment of a part of it at night is
highly feasible. As an example of what can be done in
this direction, it may be mentioned that the Baltic Canal
vdll hereafter be illuminated by means of 25,000 incandes-
cent lamps arranged along both banks. Each lock is also
to have 12 arc lights, and electric lights are to be used for
signaling purposes. The generating plant is to be placed
in special power-houses at Holtenau and Brunsbuttel.
This represents a plant of from 2,000 to 2,500 horse-power.

The Manchester, England, ship canal is electrically
illuminated, and the proposed ship channel from the Gulf
of Mexico to the city of Mobile is to be similarly lighted.

1. See " Electricity in the Far East." By W. Stuart Smith ; Elec. World. VoL ttyju.
No. 1, Jan. 6, 1894, p. 6 et ^eq.

200 ELECTRICAL BOATS AND NAVIGATION.

In the latter case the channel is 80 miles long, and the
alternating current has been adopted for the work.

101. An electrical equipment has recently been furnished
by the Canadian Cteneral Electric Company, of Toronto, to
the Dominion Government, for the operation of the Sault
Ste. Marie Canal locks. It consists of a pair of ' ' W. P. 50 "
motors for each pair of gates and each pair of valves,
operated form either side of the canal. In the case of the
gates, the mechanical arrangement is the same as in a
hydraulic equipment, with the exception that the hydraulic
cylinder and piston are replaced by a pair of screws
connected to the crosshead and operated by the motor. In
the case of the valves, which are of the horizontal butterfly
type, the operation is performed by means of a crank on
the end of the valve shaft, which is capable of being
operated through an arc of 45 degrees, by means of a
vertical screw driven by the motor. The prime power for
the generating plant is supplied by horizontal turbines,
the water being taken from the upper level and discharged
into the lower level* in the usual maimer. As might be
expected, a lighting plant is included in the system.
Such work would soon become common with the general
adoption of electricity for canal boat propulsion.

STORAGE BATTERIES, MOTORS AND DYNAMOTORS. 201

CHAPTER XVII.

Storage Batteries, Motors and Dynamotors.

102. Many references have been made in this volume to
storage batteries, and as their use is important for the vari-
ous purposes of electrical navigation, a few remarks upon
some general characteristics and a few details as to special
forms employed in this branch of work vdll not be out of
place.

Reference has also been made to some of the diiferences
between primary and secondary batteries, in favor of the
latter, and the reader may consult again Chapters I. and
II. It should be pointed oilt here, for the benefit of those
who have not before made a study of electricity, that a
primary battery is one which when exhausted can only be
replenished, refreshed and renovated by a new supply of
some of its constituents, such as the zinc or the solution in
which the solid elements are immersed. These renewals
are not only expensive — ^zinc, for example, being many
times as costly as coal — ^but to effect them is generally a
great nuisance and annoyance. To-day there are millions
of such primary cells in use for telegraph, telephone,
alarm, and other purposes ; but the whole tendency of the
times is to abolish them and to substitute either storage
battery current or current generated by means of a small
dynamo or motor-generator. From this obvious state of
facts it inay fairly be inferred that where heavy currents
are necessary, to drive motors, for example, the primary
cell is not likely to prove more desirable and efficient than
in the departments where it is now less and less employed
to furnish small currents for very light work. At the same
time, it is not true that while primary batteries need fre-
quent renewals, the storage battery is free from them,
or needs only a charge of current to keep it in a condition
to do its duty. Plates "pasted" orunpasted have been

202 ELECTRICAL BOATS AND NAVIGATION.

known to drop to pieces; buckling and sulphating are not
unfamiliar idiosyncracies; and the acid solution evapor-
ates. All these and other qualities or tendencies of decay
are less noticeable now than they once were, and can be
minimized by a little intelligent care; but to talk as
though they were unknown, and as though storage batteries
were free from the weaknesses of youth or the ailments
of old age would be criminally to deceive the unwary.

At the present time storage batteries are in use success-
fully in hundreds of central stations and isolated lighting
plants, where they are merely placed on shelves or floors
and charged or discharged under favorable conditions of
quiet and repose. Their use in street cars has been much
less successful, owing, as a rule, to the great jolting or
"washing" they undergo, the sudden strains due to
abnormal calls for current and incessant starting or
stopping, and also to the frequent handling in the transfer
from power plant to car body and back again. In launch
work we have to deal with conditions midway between
those of station use and of car service. On a boat the
batteries are retained under the seats or along the hull
all the time and are charged in situ. They are hardly
subjected to such heavy strains in starting the vehicle
up from a dead rest, and when once the boat is started it
is far less apt to make frequent stops, having usually a
free course with definite landing places wide apart.
Moreover, the motion of a boat through quiet water is far
more tranquil and smooth than that of a car traversing
even the best track that was ever laid. For these reasons,
a storage cell might easily succeed afloat that had proved
a failure under all the disintegrating influences ex-
perienced on land ; and for these reasons also, the storage
battery has an enormous field of usefulness before it in
launch propulsion. In canal boat propulsion also, the
availability of the storage battery as an adjunct, either on
the canal bank or upon the propeller, is not to be over-
looked, and we must bear in mind the many uses to which
current, cheaply generated, can be put along a canal, as
evidenced, for example, by its use upon the Canal de
Bourgogne already referred to. *

1. Chap. XI., page 125.

STORAGE BATTERIES, MOTORS AND DYNAMOTORS. 203

Modem practical storage battery use dates from the
work in France of Plante, who used plain lead plates
immersed in dilute sulphuric acid. These plates, however,
as is well known, were very slowly '^ formed," so as to be
fit for service ; and it was not until Faure introduced the
practice of applying the "active" material to the face of
the plates, and thus prepared the battery for use by

Fig. 85.

mechanical means instead of those strictly electrical, that
the storage battery became really useful. The Plante and
Faure types still remain the most prominent ; but there are
endless varieties and modifications of the lead battery form,
as well as many others that are quite distinct and different.
Only a few forms will be noted here, as examples, and for
further information and data, our readers are referred to
books devoted specially to the subject of storage batteries.

204

ELECTBIOAL BOATS AND NAVIGATION.

103. There are still not a few persons entitled to con-
sideration who believe that the broad Plant6 method is
the correct one, if properly and perfectly employed, upon
which to construct storage batteries. The weak points in
the original Plants type of cell are well known, and it was
to overcome these and to increase the capacity as well as

Fig. 86.

the life of the cell that the Electric Power Storage Co.,
of New York, some time ago undertook a series of
experiments carried out by Dr. Leonard Paget. In order
to obtain a large surface for the action of the electrolyte a
construction was adopted, as shown in Pig. 85, which
represents a section of a plate with the upper connecting
strip and connection plug; while Fig. 86 shows the cell
complete and the manner of connecting the plates. As

8T0EAGE BATTERIES, MOTORS AND DYNAMOTORS. 205

will be seen, the plates are built np of lead strips held in
place at their upper and lower ends by horizontal bars
which are cast over the ends of the lead strips, which are
dovetailed for that purpose. The original form of the
lead strips is a continuous ribbon, Vr of an inch thick,
1 inch wide and weighing 1 pound per square foot. This
is run through a machine which cuts it oif to the required
length and dovetails the ends. At the same time, the lead
ribbon is nicked at intervals of i of an inch, as shown in
Fig. 85. When the strips are assembled to form a battery-
plate, these nicks, about ^ inch in depth, form an oflFset
which leaves a space between adjacent strips so as to leave
free play for the circulation of the electrolyte.

The initial formation of the lead plates so made up is
effected in a bath which converts the lead into lead oxide
of lamellar structure, as distinguished from the usual
granular form, with the result that it clings closely and
intimately to the plate, so that no movement or buckling
of the plate causes a dropping oflf of the active material.
The plates are also subjected to a treatment by which it is
claimed that the lead cores of the strips remaining after
the formation are made impervious to action by the battery
electrolyte.

The top of each plate into which the lead strips are cast
is made of a composition not attacked by the acid and
carries a dowel or taper stud which fits into a corresponding
hole in the strip connecting the positive and negative
plates of each cell. When the connecting strip is put in
place a drop of solder is run into each connecting point
and the joints thus made give additional conductivity.
Each cell is connected to its neighbor by a connector bar
which fits over a similar taper stud on the connecting
strip.

320 Amfkke-Hour Gbue^

DischarKO Bate.

P. D.

Unity

80 amps.

for 10 h.

100

per cent.

capacity.

2.05 to 1.78

1.46

46 "

« 6 "

tt it

1.07

63 "

U ^ it

tt tt

3.25

105 "

<( 2 "

tt tt

5.08

106 «

« 1 ((

tt tt

6 ampere-hours per pomid of Pb.

These cells are built in various sizes and capacities from
70 to 6,000 ampere hours, and the above table gives the

206

ELEOTBICAL BOATS AND NAVIGATION.

results of a capacity test at different rates of discliarge.
At the normal rate the cell has a capacity of 6 ampere-
hours per pound of lead. The 280 ampere-hour cell with
connectors has a resistance of 0.00416 ohm. The internal
resistance of the cell alone does not exceed 0.0001 ohm.
No records are available of the use of this cell in navi-
gation, but it would appear to be well adapted for the
purpose.

104. The best known battery of the distinctive Fanre
type in use in America is that made by the Consolidated
Electric Storage Company, of New York and Philadelphia,
whose battery was used with such eminent success in the
electric launch work at the World's Pair.^ The plates in
thi^ battery are of the familiar perforated grid form, the
positive plate being filled with red lead which is turned
into peroxide by the current ; and the negative plate with
litharge, which is reduced to spongy metallic lead. In
this form some marked improvements have been seen of
late years. We give herewith an illustration of the cell
(Fig. 87), and the subjoined table will show the capacity of
the cell in various sizes : —

Tablb of Ampebe-Houb Capacities at Vabious Rates of
Discharge, and Time in Hours.

Type.

6S..

lis..

17 8..
151...
C.S..

2.6

S.4

aoo

400
24

7.5
12.
14.

40
100
160
825

13.
13.
18.
23.
7.5

87
140
810

9.
9.
9.

12 5
6.

5.
12 5

80
180
800

^•9

6.6
6.6
6.5
8.5
8.

105. We come next to what is known as the " Chloride "
accumulator, with which, already, considerable launch
work has been done in Europe, and which has been

1. For full descriptioa of this see Chapter III., pages 35-42.

STORAGE BATTERIES, MOTORS AND DYNAM0T0R8. 207

similarly tried in this country, at Buflfalo, and elsewhere.
The makers are the Electric Storage Battery Company, of
Philadelphia. It is shown in Figs. 88 and 89. It derives
its name from the fact that the plates are made up of

Fig. 87.

tablets cast from fused chloride of lead and zinc, which are
held rigidly by a frame of antimonious lead. When so
cast, however, they are not ready to be used, as the material,
in this condition, is unfit to become active in a secondary

ELECTRICAL BOATS AND NAVIGATION.

battery. To make the plates active a chemical change is
effected in the chloride tablets by means of a bath of
chloride of zinc, in which the plates are immersed in
connection with a slab of metallic zinc. The arrangement
forms, in fact, a primary battery, the zinc acting as a
positive and the tablets as a negative element. The
electro-chemical action which results draws the chloride of
zinc from the tablets by simple solution in the bath and
also withdraws the chlorine from the chloride of lead and

Fig. 88.

fixes it with the zinc, forming chloride of zinc. The latter
is then washed out of the plate, leaving the mass of
crystallized metallic lead, which is immediately available
as active material in a storage battery.

Our engraving (Fig. 88) shows the Chloride cell as now
constructed. As will be seen, it consists of a negative
plate with round tablets of active material, which are
perforated in order to permit of the free circulation of the
battery fluid. The negative is separated from the positive

STORAGE BATTERIES, MOTORS AND DYNAMOTORS. 209

plate, first by a separator, made of wood, soaked in
insulating compound, and perforated to correspond with
the location of the tablets in the plate. The perforations,
it will be noted, are also connected by vertical grooves
which permit of the circulation of the liquid, and also
allow any gas which may be generated to escape. The
positive plate, which is made considerably heavier than the
negative, is surrounded by asbestos cloth which prevents
any active material, which may become loose, from falling
out and causing short circuits between the plates. The
asbestos cloth, it will be noted, encircles the bottom of the

«^

# 4^ 9 ^-^ # #

<& ^^ # # ^ # #
^ # # # #^ # #

Fig. 89.

plates as well as the sides so that no material can fall to the
bottom. Fig. 89 shows the plate complete in perspective.
The capacity of the Chloride cells is from 5 to 6 ampere
hours per pound, with a discharge rate of one-half ampere
for each pound of plate — si very high rate. Notwith-
standing this high capacity and high rate of discharge the
efficiency of the cell is very high, the loss in current being
less than 10 per cent, and of watt efficiency from 75 to 85
per cent. Experiments have shown that at the rate of
one-half ampere over three-quarters of the capacity is
obtained above 2 volts. For electric launch work this
feature is evidently a very valuable one.

210

ELECTRICAL BOATS AND NAVIGATION.

106. A very compact form of storage battery possessing,
it would seem, various points of advantage in electrical
boat work is that designed by Donate Tommasi, of Paris,
and here shown in Figs. 90 and 90a. Each electrode is
composed of a perforated tube of lead, ebonite, porcelain
or celluloid, the bottom of which is closed by a plate of
ebonite, in the centre of which is fixed a rod of lead, which
acts as a conductor. The space between the central rod
and the walls of the tube-electrode is filled with the oxide
of lead. Metallic contacts connect respectively the rods of

Fig. 90. — ToMMAsi's Multitubular Storage Battery.

the positive tubes with the rods of the negative tubes, so
that the current, in order to pass from one to the other, is
obliged to spread over the entire active mass and thus
produce a chemical circuit without loss and with uniform
action throughout the active material.

The tubular electrode from which the best results have
been obtained is in the form of a rectangular cylinder, as
shown in the accompanying illustration, and, in this form
of the central lead rod, is provided with a number of
wing-like projections. Special precautions are, of course,
taken to prevent the coming in contact of electrodes of

STORAGE BATTERIES, MOTORS AND DYNAMOTORS. 211

diflEerent polarity. As a result of this arrangement, the
active matter, and hence the capacity of the cell, is greatly
increased, and its weight is said to be from two to six
times less, and its volume four to eight times less, than
that of the accumulators at present in use. M. Tommasi
also claims that in forming or charging his multitubular
battery a current of 60 amperes per kilogramme of electrode
may be employed, as against one ampere employed in
present practice. On account, also, of the absence of
all soldered joints in the connections between the different

Fig. 90a. — Tommasi's Multitubular Stobagb Battbby.

elements, all interruptions in service are prevented. This
type of cell also is free from expansion of the tube, and the
active matter, being entirely enclosed, does not fall, and
hence a short circuit cannot take place. The illustration,
(Fig. 90a) shows a set of these cells connected up for work.
The Tommasi accumulator includes 67 per cent, of active
matter, the ratio of active matter to that of lead in weight
being about 2.1 to 1 ; that is, for 100 grammes of lead there
are 210 grammes of active matter. The following figures
give the principal electrical details of the cell : e. m. f.,

212 ELECTRICAL BOATS AND NAVIGATION.

2.4 volts ; capacity, per kilogramme of electrode, 16 ampere
hours ; current efficiency, 95 per cent. ; watt efficiency, 80
per cent.

107. A few years ago M. Emile Reynier, of France,
brought out a cell intended to furnish a high voltage in
and of itself, particularly for such work as boat propulsion.
It is shown in Fig. 91, and consists of 16 plates mounted in
flexible pockets, so as to have a certain amount of elasticity.
These elements are placed flat, one against the other, and
compressed between two end plates of wood by means of

Fig. 91. — ^RBTNiisE's Electric High Potential Accumulatob.

rubber spring bands. A bridge, consisting of hard wood
impregnated with a waterproofing material, carries the
whole, which may be suspended or rest upon its base, as
desired. The spring arrangement gives to the active solid
matter an artificial elasticity, which results in large specific
power and storing capacity. The continuous compression
of the plates, insulators and flexible pockets insures for
these thorough protection against shaking and rough
handling. Each of the pockets into which the plates are
inserted is closed on top by means of a flexible and
insulating stopper.

STORAGE BATTERIES, MOTORS AND DYNAM0T0R8. 213

We give below the principal figures relative to the cell,
which has 16 couples and which is known as the horse-
power-hour type.

E. M. F 32 volts.

Available fall of potential 28 volts.

Current discharge 3 to 6 amperes.

Normal power, about 150 watts.

Capacity 30 ampere hours.

Available useful energy 740 watt hours.

{Length 0.40 metre.
Breadth 0.80 "
Height 0.30 «

Contents, without containing cell 36 cub. decim.

Total weight without cell 50 kilogr.

Weight per kilowatt 330 "

" " kilowatt-hour 67 "

Volume " kilowatt 240 cub. decimetres.

« « kilowatt-hour 49 « «

108. Mention may be made of the use of ' ' Lithanode, ' ' for
launch work. Its employment is due to the investigations
of D. G. Fitz-Grerald, who has advocated its advantages as
an active material for the anodes or positive plates. It is
peroxide of lead in a dense, coherent, and highly
conductive form. Its composition is almost the same as
that of active material in general, but it differs somewhat
in molecular construction and in its freedom from local
action. The electromotive force developed by lithanode
in conjunction with spongy lead is 2 volts. With a
combination of lithanode and zinc, an electromotive force
of 2.5 volts is obtained. The electrolyte is a solution of
sulphuric acid and water, of a density about 1,220. In
cells for heavy work, the elements are made up of a
number of small slabs of lithanode, whose outer edges are
V-shaped, and which are at once very hard and very
porous. Around these, in the casting frame, molten lead
or lead alloy is run, so as to fill the interstices and make a
strong, complete plate out of which the pellets cannot fall.
The negatives plates are built upon a corresponding plan ;
and where lightness is desirable a copper gauze spongy

214 ELEOTBIOAL BOATS AND NAVIGATION.

lead negative is used. A marked reduction of weight is
said to be obtained in all types of the lithanode cell.

109. Reference has already been made to the use of a
semi-solid electrolyte, which could not splash or spill.
Dr. Paul Schoop,! of Switzerland, has been an active
worker in this field, and to him we owe a successful
gelatinous electrolyte, obtained by adding one volume of
dilute sodium silicate — water glass — density 1.18 to two
volumes of dilute sulphuric acid 1.250 density. Similar
work has been done in England by Mr. Barber-Starkey,
who has interposed a mixture of plaster of Paris and

Fig. 92.

sawdust between the plates ; and in America by Mr.
Pumpelly, who has thus used cellulose or wood pulp.

110. We do not know of any present instance in electrical
boat work, in which the motor is not directly connected
with the shaft of the screw, thus avoiding gearing. An
example of opposing practice is that here illustrated in
Figs. 92 and 93, which show the ^'Electricity" already
referred to,i the first electric launch, we believe, ever
propelled upon the English Thames. Fig. 93 shows two
motors connected by belts to an overhead countershaft and
arranged with a friction clutch, by means of which either
motor could be thrown in or out of gear. Prom the
countershaft, the belting passed down to a pulley on the

1. See Chapter vm, page 96.
1. Chapter U, page 12.

STORAGE BATTERfES, MOTORS AND DYNAMOTORS. 215

axis of the screw. Such a method was, however, only
tried to be abandoned, and we do not know of its revival.
The modem motors, of which several have already been
illustrated and described in these pages, ^ may be taken as
types of machines many of which are obtainable to-day,
admirably suited for direct driving in boat service. One
type, however, that we have not yet included, but whose
shape adapts it remarkably to the narrowed, converging

Fig. 03.

sides of a boat is the Storey, a form of which is shown in
Fig. 94. It is the motor illustrated in the Chamberlain
rowboat* where the drawing gives an excellent idea of the
manner in which the sides of the boat cradle the motor,
and at the same time permit it to rest very close to the
keel, thus bringing the propeller shaft very low. The

1. See pages 22, 81, 34, 45.

2. See Chapter V, page 52.

216

ELECTRICAL BOATS AND NAVIGATION.

motor is a perfect cylinder in shape, is ironclad, and is
watertight.

111. A reversion to anterior methods has been made
recently in this country, in trying again the plan of Trouve
of mounting the motor on the rudder. ^ There is now in
operation on the Schuylkill River, at Fairmount Park,
Philadelphia, an interesting electric launch, built by Mr.
F. A. La Roche, of that city. It measures 16 feet on the
water line, 3 feet 10 inches beam, and draws about li feet

Fig. 94. — Type of Storey Motor for Launch Work.

of water. It will be seen from Fig. 95 that the entire
mechanism is set on the stern post in exactly the same
manner as a rudder is hung on an ordinary boat or launch
and may be removed at pleasure and set on any other boat
without alteration, provided, of course, that the rudder
hinges are the same distance apart on both.

The accumulators, six in number, are of the La Roche
type, each having twelve plates 6 by 6 inches and each cell
weighing 25 pounds, making the entire weight of all six
(encased in two wooden boxes, which may be set in any
convenient part of the boat) only 175 pounds. The floor

1. Chapter I., page 4.

STORAGE BATTEBIB8, MOTORS AND DYKAMOTORS. 217

218

ELECTRICAL BOATS AND NAVIGATION.

space occupied by the boxes is exactly 3 square feet.
Current is conveyed to the motor through the rheostat and
a reversing switch by an ingenious arrangement of the
brass railing on the gunwale.

Pigs. 96 and 97 show two types of motor and their
mechanism. The latter is a small i horse-power machine
capable of developing in the launch described, and with

Figs. 96 and 97. — La Roche Electbio Launch Motors.

six cells of battery, a speed of four miles an hour, while
the former is rated at i horse-power, but will give nearly
double that amount for a short time if desired. All parts
are made of aluminum, and the motor is of the multipolar
type running at 400 revolutions per minute, and can drive
the 16 foot launch at the rate of 8 miles per hour. In
practice the motor is covered with a water-tight sheet
iron cap. Mr. A. L. Biker has lately tried similar designs
of motor on rudder in this country.

STORAGE BATTERIES, MOTORS AND DYNAMOTORS. 219

112. The use of a dynamotor has more than once been
touched upon in these pages. It will have been evident
that there are many kinds of current available for the

Fig. 98.

charging of storage batteries, such as street railway current,
power circuits, central station, isolated plant, etc., — ^but
it is also plain that frequently the current will have to

Tablb op Dynamotor Dimensions and Capacity.

Dimensions Oyer All.

Watts

Dynamo

End

Shipping
Weight

Transformer.
. Pounds.

Size.

Length
Inches.

B.
Breadth.
Inches.

Height.
Inches.

lOA

114

15lt

lOH

124

184

12H

175

185

19*

18*

600

825

14*

17f

1000

415

SWA

16*

18*

1500

590

29*

19*

211

2500

840

88J

81*

23*

4250

1050

23A

26*

6000

1520

* Long Commutator for Large Currents of Low Voltage.

be transformed to render it suitable for charging. We
illustrate here, in Fig. 98, a Crocker- Wheeler standard

220 ELEOTBIOAL BOATS AND NAVIGATION.

dynamotor, or direct cnrrent transformer, and supplement
it by a table which will give an idea of dimensions. Such
machines may be kept ashore or carried on the boat ; their
flexibility in stepping a cnrrent up or down or changing
in nature, is practically unlimited; and the authors of
this volume believe that their utility will be strikingly
demonstrated in the field of electrical navigation, although
it is to be expected that other methods will also develop as
the art advances.

INDEX,

PA0S

Altoona Launch Fleet 48

" Ampere " Towing Steamer on Seine - - - - 122

" Audace " Submarine Boat 76

Astor Launch " Corcyra " 16

Astor Launch " Progresso " - 20

Baker Submarine Boat 69

Baltic Canal Illumination .-.-.--, 199

Batteries for Launches - 94

Bicycle Motor Hauler 148

Boat Propulsion on Erie Canal^ 102

Boat Resistance 183

" Bonaventure " Storage Launch 43

Bourgogne Canal Electric Haulage 125

" Bonnie Southport " Storage Launch - - - - 49

Boston Launch Fleet - - - - l - - - 48

BUsser System of Detachable Prpw - - - - 127

Cable Haulage on River Elbe - 119

Canalsy Ship and Barge 99

Canal Boat Propellers 109

Canal Generating Plant and Distribution - - - 160

Canal History 98

Canal Liclines with Electric Motors - - - - 197

Catamaran, Electric - - - 62

Chamberlain Electric Bowboat - - - - - 61

Charging, Methods of - 47

Chicago World's Fair Launch Fleet ... - 35

" Chloride " Accumulator 206

Combination of Railway and Canal Boat Haulage - - 155

Comparison of Canal Boat Propulsion Costs - - - 173

" Corcyra " Storage Launch - - - - - - 16

Cost of Erie Canal Steam Towage 179

Cost of Electric Hauler Method 177

Cost of Electric Propeller Method 173

Crocker, Prof, on Primary Batteries . - . - 9

222 INDEX.

Crocker- Wheeler Dynamotor - - - - 219

Crocker- Wheeler Launch Motor 45

"Daily Qraphio" Storage Launch 50

"Dart" Storage Launch 44

Davis Motor Locomotive Haulage 139

Deal Lake Launch Fleet 43

Deepening the Erie Canal 105

Double Rail Duplex Stucture for Haulage - - 150

Edinburgh Exhibition Launch Fleet - . . . 29

" Electron'* Electric Launch 90

"Electricity" Electric Launch 214

" Electric '* Government Transport - - - - * - 29

" Electric " Launch, Primary 6

Erie Canal 100

Estimates for Launch Fleet 26

Faure Battery of Consol. Co., N. Y., .... 206

Ferry Boats, Electrical 194

Ferry Boat with Cable 195

Flexible Submerged Cable Haulage 118

"Frank W. Hawley" on Erie Canal - - - - 110

Gear's System of Canal Trolley Ill

Gig for Grand Duke Alexander 19

" Goubet " Submarine Boat 68

" Gov. Clinton " Canal Towing Steamer - - - - 121

Gulf of Mexico Launch Fleet 49

" Gymnote " Submarine Boat -* 66

Hanson Primary Battery - - 6

Haulage on St. Maur Canal 133

Houston & Kennelly Niagara Power Estimates - - 163

Hibberd Dirigible Life Saver 87

Hovgaard Submarine Boat 57

Hull Lines of Launches 91

Immisch Launch Motor 31

Jacobi Experiment 1

Jacobi Motor 2

Jet Propellers 185

Jones Canal Boat with Detachable Motor - - - 113

Lamb Electric Cableway Haulage 142

Lake Biwa, Japan, Canal 199

Lake Windermere Launch Fleet 29

La Roche Motor on Rudder Post 216

La Roche Launch 217

Launch of Cruiser " New York " - ... - 19

INDEX. 223

Paob

Launch Requirements - - - - - 89

Laws of " Slip " of Screw Propellers . . . . 190

Lay-Haight Dirigible Torpedo - - - - - - 86

" Lithanode " Storage Batteries 213

" Magnet " Storage Launch -.--.. 14

Manchester Canal Illumination - - - - - 199

Melter Electric Life Buoy ------ 88

Milwaukee Launch Fleet - ----- 48

Mobile Canal Illumination - - - - - - 199

Morris Canal, N. J., with Incline ----- 198

Motor Locomotive Haulage - - - - - -138

Motors for Launches - - 92

Movable Cable Haulage - - - - - - - 133

Mooring of Boats Electromagnetically - - - - 195

New Haven Launch Fleet ------ 49

Nordenfelt Dirigible Torpedo ----- 82

Otis Rack and Pinion Haulage - - - - - - 129

Overhead Double Trolley for Canals - - - - 110

Paddle wheels - - - - - - - - - 186

Peral Submarine Boat ------- 62

Plants Battery of E. P. S. Co., N. Y. . - - . 204

Pinnace with Storage Batteries ----- 24

Rail at Bottom of Canal - - 130

Reckenzaun Channel Trip 14

Reckenzaun, F., on Launches 91

Reckenzaun Launch Motor 15

Resistance of Boats and Propellers - - - - - 181

Resistance of Canal Boats 169

Reynier's High Potential Accumulator - - - - 212

Rigid Rail Canal Haulage 128

Riker Launch Motor 22

Riker Motor on Rudder Post 218

Sachs Motor Haulage System - 146

Sault Ste. Marie Canal with Electrically Operated Locks 200

Schoop Semi-Solid Electrolyte ------ 214

Scott Combination of Jet and Propeller - - - - 116

Screw Propellers - - - - - - - 186

Siemens Launch Motor 13

Sims-Edison Dirigible Torpedo 77

Storage Batteries on Canal Boats 158

Storage Batteries on Boats 16

Storage Battery Utilization 201

Storey Motor for Launches 216

224 INDEX.

Paob

Suez Cftiud ninmination 199

Tariff for Launch Hire -..---- 47

Tommasi Moltitubular Storage Battery .... 210

Towing by Magnetic Adhesion 121

Traction Experiments on Erie Canal .... 170

Trouv6 Battery Raft 10

Trouvfi Motor 4

TroavS Paddlewheel Boat 54

Trouv6 Primary Battery Boats 3

Trouv6 Storage Launch 12

Trouv* Sea-Gk)ing Electric Ship 11

Truax Electric Vehide-Boat 56

Tug Propeller, Electric 116

Universal Electric Launch 20

U. S. Navy Proposed Submarine Boat - - - . 66

Yauhan-Sherrin Boat, Primary 7

Yauhan-Sherrin Primary Battery 8

Yenice Launch Fleet 42

" Yenezia " Storage Launch 42

"Victoria" Dirigible Torpedo 84

"Viscountess Bury" Storage Launch - - - -14,28

"Volta" Storage Launch 13

Waddington Submarine Boat 69

Yarrow Vienna Storage Launch 13

<9t

The Eleotpjo Storage Ba ttery Company

las acquired all the patents and patent rights
concerning the manufacture of electric storage batteries
of all of the various important types heretofore developed,
as well as the protection of every decision heretofore
rendered by the United States courts in the interpreta-
tion of electric storage battery patents.

They have also acquired the control of the General
Electric Launch Company and the Electric Launch and
Navigation Company, and are prepared to furnish elec-
tric launches and boats of every character complete,
or will furnish batteries independently, of any capacity
required.

Catalogue containing full description of the various
types of elements, weights, dimensions, capacities and
price list, mailed upon application.

THE ELECTRIC STORAGE BATTERY CO.,

Drexel Building, PHILADELPHIA.

The Book of Books.

N
- - for - -

Wiremen, Electrical Engineers, Contractors,
Constructing Engineers, Architects and Students

■■■'■■■■ fa ' g"" " " '

How To -^
Wire Buildings

A JIANUAL OF THE ART OF INTERIOR WIRING.
By AUGUSTUS NOLLp E. E.

Cloth, 8vo, illustrated, i6a pages. Price, $1.50.

This is one of the most important practical books on electrical work
that has ever been issued. It is written by a past master in the art of
interior wiring; by one who has probably wired up more buildings and
lamps than anybody else in the world. Mr. Noll began the practice of
his profession at the very commencement of electric lighting by incan-
descent lamps, and he has been an active leader in all the later develop-
ments of recent years. The book abounds in solid, definite practical
instructions, rules, suggestions and advice, and is liberally illustrated
with drawings, diagrams, tables, etc.

Chap. 1.— Introduction; Chap. 2. General Considerations; Chap. 8.»Location of Con-
ductora; Chap. 4 —Division of CSrcuits and Distribution of Current; Chap. 5.— Loss of
Electrical Ener^ in Conductors; Chap. 6.— Plans; Chap. 7.— Conduit Wiring; Chap. 8.—
Switchboards; (%ap. 9.— Appliances and Connections; Chap. 10.— Converter work; Chap.
11.— Overhead WiriM; Chap. 12.— Fuse Wire; Chap. 18.— Insulation; Chap. 14.— Electrolysis;
Chap. 16.— Adverse wiring Conditions; Chap. 16.— Theatre and Stage Lighting; Chap. 17.—
Plans of Distribution; Chap. 18.— Distribution of Light; Chap. 10.— Distribution of Labor
and Hints to Foremen; Chap. 20.— Prelimimuy to Rules, Electrical Data, etc.; Chap. 21.-
Rules for Ascertaining Required Sizes of wire; Chap. 22.— Energy-Power; Chap. 28.—
I^rnamosand Motors; Chap. 24. -Pulleys; Chap. 25.— Belting; Chap. 26.— Engines; Chap.
27.— Conclusion.

THE BOOK IS HANDSOMELY PRINTED ON - ■

EXTRA THICK PAPER IN LAROE, PLAIN TYPE.

%*Sent, postage free, to any address, on receipt of price, by

C. C. SHELLEY,

Publisher, - — ^

la Coffege Place, NEW YORK.

1 BOOK FOR CEKTSAL STATIONS I

'^^©'^^

(central \Otatu

tahon

♦ ♦ ♦

Ivlanageinent and J^inance,

By HORATIO A. FOSTER,

American Institute Electrical Engineers : S]
Agent for Central Stations).

Published in one Volume, - - Svo., at $1.50,

(Member of American Institute Electrical Engineers : Special Census
Agent for Central Stations).

C. C. SH ELLEY, 12 College Place, NEW YORK.

Sent, postage free, to any address
"^^-on receipt of price. :: :: ::-

'C*

bng b05S.94V

Electrical lK»ts mtd frnvigokm.

CatJOt Scieno« 0059SMS4

3 2044 092 002 922

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