By M. RITTER (KNIGHT) VON SZABEL, late Austrian Naval Officer, of Vienna.

This innovation consists essentially in an arrangement by which two distinct vessels, on being revolved round their longitudinal axis to an angle of 90°, can be combined into one single duplex vessel, or, to put it in different words, a larger vessel is arranged so that it can be parted into two halves (called "semi-barges"), which can be used and navigated with equal facility as two distinct vessels, as if combined into one. By the combination of the two semi-barges into one duplex barge the draught of the vessel is nearly doubled, the ratio existing between the draught of a loaded semi-vessel and the equally loaded duplex vessels being 5:8 (up to 8.5)

The advantage of the invention consists:

1. In this difference of draught.

2. In the smaller width of the semi-vessel as compared with the duplex vessel.

3. In the fact that the combination and separation of the vessels can be effected, without the least disturbance of the cargo, in a minimum of time.

It facilitates the utilization, to the highest possible extent, of the varying conditions and dimensions of canal locks and rivers.

The transition from rivers to canals, and from larger canals to smaller ones, is expedited by the possibility afforded of, on the arrival at the locks, dividing the vessel in a space of a few minutes; of passing with the semi-vessel, singly, the various smaller locks or the shallow canal, after which the two sections may be re-combined and navigated again as one vessel. The process of "folding up" the two vessels will of course take longer than that of separation.

On rivers, the channels of which are interrupted by sand banks and rapids, the same operation may be carried out, thus avoiding the expense and delay necessitated by, perhaps, repeated "lightering," i.e., reduction of the cargo.

Thus, the through traffic on large rivers like the Danube, with its repeated obstacles to navigation, such as the "iron gate," and several sand-banks known and dreaded by bargemen, would be materially facilitated, any necessity for unloading part of the cargo being obviated; moreover, such a duplex vessel composed of two semi-vessels affords the advantage of utilizing to a fuller degree the power of traction, and one large vessel will be more convenient for traffic than two smaller ones.

Further, the mode of construction of the semi-vessels - both ends of which are of a similar pattern - allows of their being navigated up and down a water channel without the necessity of turning them round; provision having also been made for the fixing of the rudder at either end, which would therefore merely require exchanging. This is of some advantage in narrow river beds and canals, and applies equally to the duplex vessel as to the single semi-vessels.

Each semi-barge on its part is also constructed of two equal halves - which are, however, inseparable - and as there is no distinct stem or stern, any one of these semi-vessels will fit any other semi-vessels of the same dimensions, and can be attached to the same by means of the coupling apparatus, and the two "folded up" into one duplex vessel. This process does not present any material difficulties. The two single boats on being coupled together can be made to lean over toward each other, by filling their lateral water compartments, to such an extent that the further closing up can be easily effected by means of specially constructed windlasses. In the case of petroleum vessels the "folding up" operation is facilitated by the circumstance that the petroleum may be made to serve the purposes of water ballast.

As regards the size and tonnage of the new vessels, this will of course depend on the local condition of the rivers and canals to be navigated. Thus a vessel destined for traffic on canals with locks of varying dimensions will have to be adapted to the dimensions of the smallest existing lock.

Supposing the size of the latter to be such as found in the case of the Rhine-Marne or the Rhine-Rhone Canal, or on the Neckar down to Cannstadt, or in the Danube-Main Canal and some smaller canals in the Weser district, etc., viz.:

Length of lock34.5 meters.
Width5.2 meters.
Depth1.6 to 2.0 meters.

The semi-barge may be made 32 meters in length, 4 meters in breadth and 2.5 meters total depth, and with a draught of 1.5 meters will be capable of carrying a load of 100 tons (of 1,000 kilos each). Correspondingly the duplex vessel will be able to carry 200 tons, with a minimum draught of 2.4 meters and a width of 5.4 meters, but, with a favorable height of the water level, the draught of the semi-barge may be increased to 1.65 and that of duplex vessels to 2.7 meters.

Where not limited to certain proportions by the dimensions of the locks to be passed, the vessel may in the first place be made longer; the width and height may also be increased accordingly (provided that the proportion of breadth to width is kept within the ratio 4:2.5), so that the semi-barges may be constructed for a single burden up to 300 tons, or 600 for the duplex vessel.

As regards the nature of the cargo, parcels would not be admissible in this instance, but any kind of homogeneous cargo would be suitable which would bear laying over on one side.

Thus this style of vessel would be well adapted for petroleum tank vessels, for the transport of all kinds of cereals, flour, coffee, and sugar in sacks - these latter being held in position by an arrangement of planking and boards so as to prevent any overturning of the goods on the vessels being folded up or taken apart. Similarly in the case of a cargo of loose grain or other loose produce, the same must be prevented from being upset by a kind of wooden casing.

Two semi-vessels loaded with different cargoes may be coupled together, provided that there is not too much difference between their respective draughts. Slight differences may be balanced by the water compartments being filled to a greater or smaller extent.

The peculiar position of the hatches allows of loading the semi-vessels separately as well as when coupled together.

If there is for the time being no necessity for using the vessels in their capacity of separate and duplex barges, any kind of cargo might be loaded that does not require large hatches.

The vessels, on account of their more complicated construction, will be somewhat more expensive, but wherever the advantage offered by them outweighs the extra expenditure, they can be used with success.

The innovation might be of particular importance where a new canal system is being constructed, since the latter might be subdivided into main canals and branch canals - similarly as in the case of ordinary and narrow gauge railways - the main canal being built of a larger section and with larger locks to suit the duplex barges, while the branch canals could be planned of smaller dimensions calculated to suit the semi-barge. Thus the first cost of such a canal system would be materially reduced as compared with a canal installation of one uniform section throughout.

Likewise in mountainous districts with rock soil it would be an important consideration whether a canal had to be blasted out of the solid rock or a tunnel cut, in dimensions suitable for a vessel of 6 or of 14 square meters section below the water line.

In this case, even in certain portions of a main canal - where rendered desirable by the rocky nature of the ground - a smaller section might be adopted, which would only be large enough for single semi-barges, so that the duplex vessel would in these instances have to be taken apart in the same way as in a branch canal.

The saving to be effected by constructing a canal on this principle, as compared with a canal of one uniform section throughout, must be considerable, and the advantages of the arrangement are apparent.

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The appended figures will further illustrate the arrangement. Fig. 1 shows two separate semi-barges ready to pursue their journey independently. Fig. 2 shows two semi-barges coupled together ready to be "folded up" by means of ropes and specially constructed windlasses - their lateral water compartments having previously been filled. Fig. 3 shows the duplex vessel after the "folding up" operation just described; and Figs. 4 and 5 show the cross section of two loaded semi-barges as outlined in Figs. 2 and 3.

These Figs. 4 and 5 will also serve to illustrate the manner in which sacks and loose produce should be loaded. Fig. 4 also shows the filled water compartments, and the effect of their weight in making the boats lean toward each other.

The materials most suited for this new style of vessel will be iron and steel such as generally used in the construction of canal and river vessels.

The new ship can be moved by any motor or driving implement, nor could there technically a great difficulty be found for making the boilers move on a quadrant-like rail base in the shape of a circle segment's quarter, or for building a double screw steamer by combining two single screw propellers.

May be a ship owner is willing to submit the innovations to an attempt, so much the more as there is running no great risk by doing so; for in case the ships should not answer the expectations, both separable as well as joinable, they can be used like single ships, without any further alteration being made, except as to the loading gaps.

The above invention is covered by United States patent No. 435,107. Any further information may be had by addressing M. v. Szabel, ix Bezirk, Beethovengasse 10, Wien, Austria.