Improvements in the Method of and Means for the Construction of Subaqueous Tunnels.
Year: 1889

page_text: Date of Application, 10th Oct., 1889
Complete Specification Left, 4th July, 1890-Accepted, 23rd July, 1890
PROVISIONAL SPECIFICATION.
Improvements in the Method of and Means for the Construction of
Subaqueous Tunnels.
I, JOHN EVANS HUMPHRIS, of Thame, in the County of Oxford, Builder and
Engineer, do hereby declare the nature of this invention to be as follows:-
The present invention relates to improved means for connecting opposite points of
land which are separated by water, by a tunnel through which passengers and goods
can be conveyed in any suitable manner, or which can be used as a highway for
general traffic, or as a footway.
In carrying out my invention the bed of the water channel or course is first levelled
by embankment or its irregularities excavated so as to form a suitable base to receive
the double or single tunnel ties for securing the tunnel framing, such levelling being
effected by divers in any suitable manner. The base is then finished with a water-
tight covering or facing of any suitable material.
Upon this base lines of rails framed together or otherwise, and of any suitable
form, are preferably laid, and on both sides of the water channel or course suitable
inclines are cut in the main land to join such base, the inclines being also provided
with suitable tracks of rails.
The tunnel is then built up on the main land or inclines, with the necessary number
of rings of brickwork, stone, or other material to ensure its not quitting the railway
on the embankment, and when ready, it may, be allowed to gravitate down or be
hauled down the incline at one end, and over or through to the opposite side of the
water channel or course. For tunnels of any considerable length, the work of con-
structing same on the main land can be carried out in sections, and these sections be
connected one to the end of the preceding section as the work of hauling the tunnel
into position progresses. When the gravitating weight of tunnelling down the incline
ceases to propel, the submerged part, the tunnel may be forced forward by ordinary
locomotives on land, or by tugs or vessels on the water through suitable cables, or it
may be effected from the opposite bank when possible.
The inside of the tunnel may be suitably charged or loaded, so as to assist in
ensuring its keeping to the rails on the base laid to receive it as it becomes submerged.
The tunnel may be run into position either with its forward end closed, or same may
be left open (when the tunnel will not require to be charged or loaded), and when
such forward end has been hauled up above the level of the water, and the tunnel and
superstructure above same is completed, the water may be pumped 'out.
The different sections of the tunnel will be connected together by watertight joints,
which are preferably made flexible so as to enable such sections to move in relation to
each other, and permit them to readily adjust themselves to the inclines of the base as
they are being hauled into position.. The brickwork or other material over each joint
is preferably laid in cement that will remain plastic for a considerable period.
When in position the tunnel may be secured by any suitable ties fixed in the
embankment or excavated base.
When the tunnel and framing is in position it may be covered with additional
masonry or concrete, or by an embankment entirely covering the whole structure to
secure it from attack from above in time of war, and it would thereby be more firmly
secured to the base or bed. If requisite the inside of the tunnel may also be lined
with masonry, brickwork, or cement or concrete.
Lines of rails may be laid inside the tunnels, and continued up the inclines on either
side to meet the rails of ordinary railways, and the materials for lining the tunnels
and forming the tracks may form part of the load or charge to keep the sections to
the base as they are run into position.

page_text: The tunnelling may be made of any suitable section and of any suitable material,
but its shell will preferably be made of metal tubes of the section desired, and having
as many rings of brickwork or other material built over such tubes or within same, as
the water displacement at the necessary depth may prove to require while the tunnel
is being run into position.
When rails are laid upon the base to receive the tunnel, the latter will be provided
with adjustable wheels or rollers-to run thereon, and so facilitate the tunnel being run
into position. When in position the tunnel may be lowered in relation to the wheels
or rollers until it rests upon the bed, when the wheels or rollers may be entirely
removed if desired; or in place thereof the space between the bottom of the outside of
the tunnel and the bed may be filled in with any suitable material if desired.
When in position a watertight coating may be placed over the whole, to join the
watertight face at the base, and finished with stone or rubble covering to any desirable
thickness and with any suitable kind of material.
Dated this 10th day of March 1890.
COMPLETE SPECIFICATION.
Improvements in the Method of and Means for the Construction of
Subaqueous Tunnels.
I, JOHN EVANS HUMPHRIS, of Thame, in the County of Oxford, Builder and
Engineer, do hereby declare the nature of this invention and in what manner the
same is to be performed, to be particularly described and ascertained in and by
the following statement:-
The present invention relates to improved means for connecting opposite points of
land which are separated by water, by a tunnel through which passengers and goods
can be conveyed in any suitable manner, or which can be used as a highway for
general traffic, or as a footway.
In the accompanying drawings:-
Fig. 1 is a transverse section of a tunnel when in position on the bed of a channel
or watercourse, and shows the means I prefer to employ for facilitating the moving of
same to such position, and
Fig. 2 is a transverse section on an enlarged scale of one of the rails (and also
shows part of a cross tie bar for connecting same to another rail) which I prefer to
employ for the tunnel to run upon when being moved into position.
In carrying out my invention the bed of the water channel or course is first levelled
by embankment A, or its irregularities excavated so as to form a suitable base to
receive the double or single tunnel (Fig. 1 showing a double tunnel) ties for securing
the tunnel framing, such levelling being effected in any suitable manner. For this
purpose I may discharge concrete or any suitable material from vessels or lighters
through shoots extending down to near the level of the bed, and when a sufficient
depth has been deposited to fill in all depressions, same may be levelled by means of a
plough, or by a roller, or both, which may be drawn over its surface by ropes or
chains from one shore, or from vessels. The base is then finished with a watertight
covering or facing (preferably of a material which will remain plastic under water for
some time) which is then also levelled.
Upon this base A lines of rails B, framed together or otherwise and of any suitable
form, are preferably laid, and on both sides of the water channel or course suitable
inclines are cut in the main land to join such base, the inclines being also provided
with suitable tracks of rails.
The form of rail I prefer to employ is shown in Fig. 2, as same will permit of the
rails being paid out from a vessel or lighter like a cable, the construction affording
the necessary flexibility for this purpose. It consists of a base plate 1 with its sides
turned upwards and then inwards, and provided with grooves(preferably of V-shape)7.
Within the space formed by the turned-over sides of plate 1, a second plate 2 is slid,

page_text: such plate have a central projection 2 of T-form at its centre, and a projection 6
towards each side, the sides of which projections 6 have also grooves (preferably of
V-form) formed therein. Upon the projection 2* a third plate is slid, and a
fourth 4 upon the latter, if necessary, as many plates being employed as are requisite
to produce a rail of the desired height while ensuring the necessary flexibility. The
top plate will receive a plate 5 constituting the tread of the rail, which may be of the
form shown in full lines, or its upper surface may be grooved (the groove being of
semicircular or of V-form) as shown by the dotted lines. Wedges preferably with
ribs on each side may be inserted between the outer abutting surfaces of the different
plates 2, 3, 4, 5, to prevent them slipping apart when the rail is being lowered.
The cross tie bar 8 has its ends formed so that it can pass over the projections 6
and 7, of the plates 2 and 1, and such ends are formed with grooves in the surfaces
contiguous to such projections, so that keys 9 may be driven into the grooves of the
projections and those in the ends of the tie bar, and thus secure the whole together.
The tunnel C, C' is built up on the main land or upon inclines, with the necessary
number of rings of brickwork or masonry, or other material D to ensure its not
quitting the track B on the embankment, and when ready it may be allowed to
gravitate down or be hauled down the incline at one end, and over or through to the
opposite side of the water channel or course. To facilitate this the under surface of
the tunnel is provided with wheels F to run on the rails of the track. For tunnels of
any considerable length the work of constructing same on the main land can be carried
out in sections, and these sections be connected one to the end of the preceding section
as the work of hauling the tunnel into position progresses. When the gravitating
weight of tunnelling down the incline ceases to propel the submerged part; the tunnel
may be forced forward by ordinary locomotives on land, or by tugs or vessels on the
water through suitable cables, or it may be effected from the opposite bank when
possible.
The tunnel as it is built up is provided with cross lattice' or other girders E to
support same, such girders being arranged at suitable distances apart, and to the
underside of the complete structure the wheels F to run upon the rails B are
secured.
The inside of the tunnel may be suitably charged or loaded, so as to assist.in
ensuring its keeping to the rails on the base laid to receive it as it becomes submerged.
The tunnel may be run into position either with its forward end closed, or same may
be left open (when the tunnel will not require to be loaded), and when such forward
end has been hauled up above the level of the water, and the tunnel and superstructure
above same is completed, the water may be pumped cut.
The tunnel when closed at its forward end, may have a train of the necessary weight
run into it upon rails laid therein, before such forward end is carried forward up the
incline on the opposite bank or shore, so that when the upward movement of such
forward end begins the train will run back on the rails in relation to the tunnel, and
so facilitate the raising of this end.
The different sections of the tunnel will be connected together by watertight joints
which are preferably made flexible so as to enable such sections to move in relation to
each other, and permit them to readily adjust themselves to the inclines of the base as
they are being moved into position. The brickwork or other material over each joint
is preferably laid in cement that will remain plastic for a considerable period.
When in position the tunnel may be secured by any suitable ties fixed in 'the
embankment or excavated base, and a series of chains or cables having one end set in
the embankment A, may be passed over the tunnel when in position, and their other
ends then secured to the opposite side of the embankment.
When the tunnel and framing is in position it may be covered with additional
masonry or concrete, or by an embankment G entirely covering the whole structure
to secure it from attack from above in time of war, and it would thereby bé more
firmly secured to the base or bed A. If requisite, the inside. of the tunnel may
also be lined with masonry, brickwork, or by cement or concrete.
Lines of rails H, H¹, may be laid inside the tunnels, and continued up the

page_text: 1
inclines on either side to meet the rails of ordinary railways, and the materials for
lining the tunnels and forming the tracks may form part of the load or charge to
keep the sections to the base as they are moved into position.
The tunnel may be made of any suitable section and of any suitable materiál,
but its inner shell will preferably be made up of two metal tubes c, c', placed one
over the other with a layer of tarred felt or other suitable material interposed
between them, the inner tube chaving preferably no rivet or other holes therein,
except those connecting the different lengths of tube together, while to the outer
tube c', braces or ties J, J, J, are secured, and are connected also to the cross
girders E.
The inner tube c, and if desired also the outer tube c¹ may be provided with
circular corrugations so as to allow for expansion and contraction, and also permit
same to deflect.
As many rings of brickwork or other material are built over the tubes c, c¹, or
within same, as the water displacement at the necessary depth may prove to require
while the tunnel is being moved into position.
The outer course of the brickwork or masonry built over the tunnels will preferably
present a series of V-shaped projections with intervening spaces of similar form in
the reverse direction, as shown in Fig. 1, and such outer course will be covered with
any suitable material which will remain plastic for a considerable period, so that should
any crack or fissure be formed in the brickwork or masonry during the time that the
tunnel is being shifted into position, or is being lowered on to its bed, such plastic
material will by entering the crack or fissure formed effectually close same.
The whole structure formed by the tunnel with its framing and brickwork or
masonry superstructure may be provided with eyes or hooks 1, to receive cables, ropes
or chains for hauling same into position.
When rails B are laid upon the base A to receive the tunnel, the wheels F will
preferably be made adjustable, so that the tunnel when in position may be lowered in
relation thereto until it rests directly upon the base A; or the space between the
bottom of the tunnel structure and the top of the base A may be filled in with any
suitable material and in any suitable manner.
To enable the tunnel structure to be lowered in relation to the wheels F, each of
the latter may have its bearing in a frame or support F', which enters an opening K
made in the brickwork or masonry of the tunnel, through which such opening passes.
The openingsK will be filled to their upper surface with any suitable soluble substance
or substance readily removed when it comes in contact with water, the upper end of
frame F bearing against the lower surface of such substance. The top of the
opening K will be closed with a substance not readily soluble in water, and in it will
be inserted an explosive cartridge, to which preferably suitable leads or wires are
connected, so that same may be fired by an electric current, and thus remove the top
closing of the opening K, and enable the water to enter same and so carry off the
soluble material it contains, whereby the tunnel will fall in relation to the wheels F
(the latter passing into the openings K) until it rests on the base A. The whole of
the cartridges of the openings K, will preferably be provided with a buoy or float,
which is secured to the leads or wires, for firing such cartridges, so that should any
one or more of the latter miss fire, they may be separately fired in any suitable
manner, the non-appearance of the float connected thereto indicating that a misfire
has occurred..
When the tunnel is in position on the base A it may be entirely covered with an
embankment G, as hereinbefore described, and a watertight coating may be applied
thereto to join the face of the base. A.
Cross passages may be formed through the embankment, so as to enable water to
pass freely through same, and thus prevent any damage to the tunnel due to strong
streams, when same is laid in channels where such streams exist.
Suitable recesses or retreats provided with double doors, may be formed within the
tunnel and connecting two tunnels if desired, when two are employed, for the purpose
of storing materials and for workmen to take refuge in case of need.
1

page_text: The tunnels will be ventilated by any suitable means.
Having now particularly described and ascertained the nature of my said Inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:-
1. The improved method of constructing and placing subaqueous funnels in position,
substantially as specified.
2. The building up of subaqueous tunnels upon land, and fitting the structure so
formed with wheels to run upon rails laid upon the bed of the water channel in which
the tunnels are to be placed, substantially as specified.
3. Supporting the wheels secured to subaqueous tunnels which are built up on land
(and which wheels serve to facilitate the moving of the tunnels into position in the
water channel where they are to be placed), upon a frame or carrier which enters an
opening formed through the structure, such opening being filled with a substance
easily soluble in or readily removable by water, and its upper end closed by an
insoluble or but slightly soluble substance in which an explosive cartridge is embedded
substantially as and for the purpose specified.
4. The employment of brickwork or masonry for the superstructure or covering
of subaqueous tunnels, with an outer serrated surface to receive a layer of plastic
material for filling in any fissures or cracks which may form therein.
5. The improved flexible rail and cross tie bar for facilitating the running of
subaqueous tunnels into position constructed substantially as described and shown in
Fig. 2 of the drawings.
6. The employment of a train placed upon a track situated within a subaqueous
tunnel, so as to facilitate the raising of the forward end of such tunnel towards or
above the level of the water, as such tunnel is being placed in position on the bed of
the water channel in which it is to be placed, substantially as specified.
7. The formation of a subaqueous tunnel of two tubes placed one within the other,
the inner one having no connection with the outer, and being separated therefrom by
a layer of flexible waterproof material, substantially as specified.
8. The formation of cross passages through an embankment prepared on the bed of
a water channel to receive a subaqueous tunnel, substantially for the purpose
specified.