Improvements in or relating to Viaducts or Submarine Bridges for Transportation Purposes under Navigable or other Water- ways.
Year: 1890

page_text: Date of Application, 30th Oct., 1890-Accepted, 13th Dec., 1890
COMPLETE SPECIFICATION.
Improvements in or relating to Viaducts or Submarine Bridges
for Transportation Purposes under Navigable or other Water-
ways.
A communication from abroad by FREDERIK ERIK STROM, Civil Engineer, of
166, West 123rd Street, in the City, County, and State of New York, and
FRANK THEODORE LINDMAN, Merchant, of 727, East 17th Street, and JOHN
ALVIN HILLIKER, Real Estate Agent, of 1519, 3rd Avenue South, both in the
City of Minneapolis, County of Hennepin, State of Minnesota, all of the United
States of America.
[, William PhilLIPS THOMPSON F.C.S., M.I.M.E., of the Agency for Foreign
Patent Solicitors, 6, Lord Street, Liverpool & 6 Bank Street, Manchester, both in
the County of Lancaster & 323 High Holborn in the County of Middlesex, Civil
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 nature of this invention consists in a viaduct or submarine bridge for transpor-
tation purposes under navigable or other water ways, and to secure the said viaduct
upon permanent piers making the whole structure when completed as firm and
substantial as an overhead structure for the same requirements. The fact, that in
submarine structures of this class the displacement of the water assists in carrying
the dead load, makes it possible to simplify the construction so far as the weight
supporting mechanism is concerned, and to give attention particularly to the
preservation of the material and to the thorough and complete exclusion of the
water. And to this end, the invention consists of a sectional viaduct, a series of piers
adapteil to receive and secure the several sections, the ends of which are inserted into
suitable openings in the said piers, and the division line or joint between the two con-
tiguous sections being entirely enclosed by the pier by which means an absolutely
tight joint is obtained.
In the drawings which form a part of this Specification:
Figure 1 is a plan view of a portion of a viaduct constructed in accordance with this
improvement;
Figure 2 is a side elevation of the same;
Figure 3 is a cross section ;
Figure 4 is a face view of one of the piers with the viaduct removed;
Figure 5 is a plan view showing the manner of placing the several sections in
position;
Figure 6 is a side elevation of the same;
Figure 7 is a vertical cross section of a portion of the viaduct on an enlarged scale
to more clearly show the construction ;
Figure 8 is a vertical longitudinal section of a similar portion;
Figure 9 is also a vertical longitudinal section showing the manner of joining two
sections together in the pier;
Figure 10 is an end view and partial section of one of the piers ;
Figure 11 is a vertical cross section of a portion of a pier ;
Figure 12 is a plan view of the pier ;
T10:

page_text: In the drawings:-
2 represents a series of piers, the construction of which will be more fully
described hereafter. These piers may be embedded upon a rock foundation, or, where
this is not practicable, piles may be driven in the ordinary manner until a sufficiently
secure foundation is obtained. The piers are preferably formed with apertures
extending through their upper portions, for the reception of the sections of the
viaduct.
The height of the piers from the foundation to the apertures is governed by the
depth to which the viaduct is to be submerged. Any required depth for the said
viaduct may be maintained and the piers located and built to conform thereto. The
main portion of the viaduct is preferably formed in cross-section of a series of arcades
or arched road-ways, as shown in Figure 7, the side walls of the two outer arcades
may be semicircular in form. Any number of these arcades or road-ways may be
provided. The invention is not confined, however, to this particular form, as other
designs may be used without departing from the invention, but this is considered the
most satisfactory construction. Longitudinally, it is preferred to construct the viaduct
of a series of sections, 3, of any convenient length which may allow the said sections
after completion to be transferred to the piers placed in position and secured
together. The peculiar construction for the several sections which is preferred is as
follows:-
An inner wall 5 (preferably of sheet metal plates properly riveted together and
.calked to make them water-tight) surrounds the entire viaduct and forms the interior
surface thereof. An outer wall 7, of similar construction, also extends around the
viaduct and the annular space between these walls is preferably divided into
compartments 9 by means of vertical partitions 10 and radial partitions 11. These
partitions are preferably secured to the outer and inner walls and also to each other
by means of angle irons 18. Any number of these partitions may be introduced in
order to give the proper stability to the walls.
It is preferred to form the plates comprising the outer wall of such a size that their
joints shall correspond with the centre of the braces 10 and 11, and a welt strip 15 is
preferably placed over this joint and riveted to the said angle irons for extra protection
and strength. 17 represents a covering preferably of wood having the joints and
pores filled with some preserving material, such as a preparation of creosote for the
exclusion of the water. This covering rests upon the outer plate 7 and is secured thereto
in any convenient manner. A covering plate 19 may be placed outside the wood
covering 17. This covering is preferably formed of some non-corroding materials,
such as copper, which will not be easily acted upon by the water, and is for the
purpose of protecting the wood covering 17 from deterioration from the direct contact
with the water and from the effects of insects. It is proposed, on account of the extra
expense attending the use of this plate, to construct it of very thin material, and, in
order to protect it from being injured while the sections are being adjusted and
placed in position, it may be preferable to provide another outer covering 20 of wood
or some other equivalent material, which is secured closely upon the plate 19 in any
convenient manner. It is preferred to fill the compartments 9 with some suitable
cement or concrete and in this way obtain a solid wall and prevent the exposure of
the surfaces of the plate within the compartments.
21 represents posts or struts placed at suitable intervals throughout the length of
the viaduct and along the line of the intersection between each of the several arches.
These posts are properly secured by suitable angle iron braces to the top and bottom
walls, and serve as division supports or compression members between the several
arcades. 23 represents vertical braces, preferably secured at the top and bottom of
each of the posts and form the tension rods for the support of the load.
25 represents floor beams which preferably extend transversely of the viaduct and
form. a support for the railway rails or for the floor and pavement. The said floor
beams 25 are preferably constructed of upper and lower members composed of angle
irons connected by means of a web or plate 27. The angle irons comprising the lower
members are preferably bent to suit the curve of the inner wall 5 to which there are

page_text: secured suitable longitudinal stringers, or I-beams 29 may be introduced between the
said floor beams to which they are secured. Gusset plate 30 may be securel to the
top of the said flour beams and to the posts 21. At the outer extremities of the floor
beams in the side arches, plates 31 may be substituted for the gussets 30 which form
a brace from the floor beam to the inner wall 5 and also furnish a support for a foot
passage way through the viaduct. It will be seen that, by the construction of the
floor beams and the braces 30 and 31 attached thereto, the strains occasioned by the
passing load are distributed over a large surface of the wall and these strains
are carried through the posts 21 and braces 23 directly to the upper portions of the
viaduct.
In Figure 9 is shown the construction at the joint between two sections of the
viaduct. A series of clamps are secured to the ends of the sections. Any number
of these clamps may be provided, although the number preferred corresponds with
the number of the compartments 9. The end series of these compartiments is so
arranged that each compartment receives a clamping device, and when the two
sections are brought together, the clamping process is accomplished within the said
compartments and the two end surfaces are brought fairly together and all projections
upon the outer and inner surfaces avoided. The form of clamps which it is preferred
to use is composed of two spring plates 33 extending into one of the compartments 9
and secured at one end to the wall of the said compartment. These plates extend
horizontally parallel with each other toward the outer and open end of the compartment,
and their free ends are re-inforced to form a latch 34. Secured in a similar manner
in the corresponding compartment of the opposite section is placed a single plate 35,
so located as to correspond with the space between the plates 33 The outer or free
end of the plate 35 is provided with a wedge shaped catch 36.
of the viaduct are brought together, the ends of the latch 34 will receive the wedge
shaped catch 36 and he opened thereby until the shoulder on the said catch passes the
projecting latches. When this point is reached, the latches fall behind the said
shoulder and the two are securely held together. Any slight variation in position
will be accommodated by the spring in the plates 33 and 35.
As the two sections
A rubber or other compressible packing ring 37 may be inserted between the two
end surfaces of the sections to prevent leakage at this point when the said sections
are first placed together.
Angle plates 38 are preferably secured at the extremities of the two sections with
their flanges extending inward toward the centre of the viaduct. These angle plates
are for the purpose of permanently securing the two sections together, which may be
done by bolting or riveting together the two flanges of the said angle plate, after
which any openings in the same are properly filled and calked (lead being preferred
for this purpose) and the whole made secure and water tight.
The pier 2 is preferably constructed as shown in Figures 10 and 11. A caisson 40,
having its side and end walls tapering from the bottom to the top, forms the lower or
main section of the said pier and rests upon a suitable foundation. The said walls
are preferably composed of sheet metal plates 41 which are properly riveted and
calked and the caisson is internally provided with suitable horizontal and diagonal
braces to give it the requisite strength and resistance while the pier is in process of
completion.
Rods 42 may also be introduced to take the tension strain and secure the cap or
upper girders to the main portion of the pier. The upper section of cap 43 of the
pier preferably consists of a series of girders 44 composed of suitable angle irons and
plates. These girders are preferably made U-shaped inverted, with the two extremities
resting upon the main portion of the pier to which they are secured, thus leaving an
aperture or opening between the said girders and the upper surface of the caisson for the
reception of the sections of the viaduct. When the viaduct is in place, the girders
embrace it upon three sides and hold it both laterally and vertically in position.
Cross braces 48 may be inserted at suitable intervals between the girders 44.
The outer wall of the cap or upper portion of the pier is preferably formed of sheet
metal plates 45 in a manner similar to the wall of the caisson, of which it is a

page_text: continuation, the ends being tapered to correspond with the said caisson, but the
sides preferably remaining perpendicular for convenience in construction.
The wall of this cap is preferably provided with an aperture at the front and rear
corresponding in size to the cross section of the viaduct in order to allow, the
sections of the said viaduct to be passed through this shell and under the
girders 44.
It may be preferable to construct the cap and pier in such manner that the
said cap can be put in place after the sections of the viaduct are connected together
and resting in the pier. In that case, it is preferred to construct the upper portion
of the said pier as shown in Figures 16 and 17, in which the two ends are extended
upward, forming pillars which guide the sections of the viaduct into place as they are
lowered upon the pier. The inner walls of the pillars are preferably constructed with
a recess or guide way 46 which receives corresponding projections upon the cap 43
for the purpose of preventing the said cap from becoming displaced. The cap 43 is
formed rectangular of suitable plates and bracing having its lower surface corre-
sponding in shape with the upper surface of the viaduct upon which it rests when
inserted in the pier and securely holds the sections of the said viaduct in place.
To facilitate the movement of the several sections through the piers, it is preferred
to provide conical rollers 47 revolving in suitable bearings and so located upon the
main portion of the piers as to correspond with the indentations formed by the
intersection of the several arches of the viaduct. Any convenient number of these
rollers may be used to properly support the section and avoid friction, and also to
allow for the expansion and contraction in the structure, 49 representing stay bolts
arranged to be inserted through the lower walls of the viaduct and secured by
suitable nuts and unions to the stay rods 50 secured to the bottom braces of the pier.
These bolts are for the purpose of giving extra security to the sections and provide
a safety stay between the said sections and the pier.
It is proposed to fill the entire pier with concrete after it has been located upon
its foundation and the principal function of the outer shell is to act as a retaining
wall for the concrete during the construction of the pier, and if, by any means, the
outer shell should be removed, a concrete pier would still remain of sufficient strength
to properly sustain the structure.
In order to complete the alignment and properly construct and complete the upper
portion of the pier, it is necessary that the water shall be removed from about the
said upper portion in order that the workmen may have access to the interior. By
the peculiar construction of the pier, it is possible to readily provide means for
accomplishing this result. An angle iron 52 is secured to the outer shell of the
caisson 40 and extends completely around it, forming a step to receive the coffer dam
which is composed of a semi-cylindrical shell 54 which conformis as closely as possible
to the form of the caisson at the point of intersection by the angle iron 52. This
coffer dam is securely fastened by means of bolts or clamps to the angle iron 52 and
extends from the said angle iron upward to a point above the water level.
A quantity of concrete sufficient to balance the displacement of water by the coffer
dam and pier is inserted into the pier. This will cover the bottom of the caisson
and fill all the interstices in and around the foundation. When this concrete has
hardened, it will prevent the water from entering the pier, and that which is already
in may be easily removed, and access can be had to any part of the pier, and the work
necessary for the final completion of the upper portion can be carried on without
interference. By this arrangement of a coffer dam in connection with the pier, the
building of the pier can be done without using compressed air, and the expensive
apparatus incident to such operation, and the accidents which invariably occur are
entirely avoided.
When the work on the pier is completed, the filling process is commenced. Suitable
planking is temporarily placed around the interior of the aperture to take the place o
the viaduct and the whole structure can then be completely filled. It is preferred to
construct a recess 60 formed in the concrete between the two entire inner girders 44
This recess extends around the entire surface and.conforms in position to that occupied

page_text: by the joint when the sections are in place. Apertures 62 may be left through the
upper wall of concrete, through which the said recess may be filled. When the
sections are in place, concrete may be conveyed through these apertures to
the recess 60 until it is entirely filled, thus forming a re-inforcement of concrete
around the joint, which is thus filled and protected from without.
In order to properly construct a viaduct according to these improvements, it will be
necessary first to ascertain the formation and profile of the bed of the water way over
which it is to pass.
When this is done, the foundations for the several piers are properly located and laid in.
The line of the viaduct is then run and the accurate height for the several piers
is found and each pier is built to suit its particular height. When this is done, the
coffer dam is secured to the lower portion of the pier, and the whole is floated to
its proper locality and lowered upon its foundation. The remainder of the pier is
then completed, and filled with concrete, as before described. When the line of
piers is finished, the viaduct is introduced."
If the piers are built with the caps permanently attached thereto, it will be
necessary to provide some means for conveying the sections to their proper location,
and in Figures 5 and 6 are shown a means by which this can be accomplished. It
may not be necessary to have the joint between the section of the viaduct in each
pier, and it may be preferred to have one section extend over two or more spans,
and in order to properly introduce a section of the viaduct, it must be brought in line
with the aperture in the piers. This is done by omitting the caps on a sufficient
number of piers to allow the section to be lowered into proper position, after which
said section is propelled in any convenient manner through the apertures in the
piers until it has reached its proper destination. The sections are secured together
and the space in the pier properly filled and the whole structure is made solid and
substantial.
Bulkheads may be introduced at the extremities of the section in order to exclude
the water, and suitable valves may be provided in said bulkheads for admitting, if
necessary, sufficient water to properly sink the section.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, as communicated to me by my
foreign correspondents, I declare that what I claim is :-
1. A submarine way comprising a series of piers, and a submerged viaduct
secured upon said piers at a uniform depth below the surface of the water.
2. A submarine way having series of supporting piers and consisting of a section al
conduit made up of segments of cylinders parallel with each other and joined together
at their adjacent edges and the ends of the sections meeting upon said piers, substan-
tially as described.
3. In a submarine way, a series of piers, a sectional viaduct consisting of a series
of arcades, the ends supported in and enclosed by said piers, and means for securing
the sections together, substantially as described.
4. In a submarine way, the combination, with a series of permanent piers, of a
sectional viaduct supported in and secured by said piers, arcades or arched road-ways
composing said viaduct, a series of struts and tie-bars connecting the upper and lower
members at the intersection of the arches, and a series of guides and clamps for
guiding and securing the sections together when introduced into the pier, substantially
as described.
5. A submarine viaduct comprising an inner shell or wall in which the road-ways
are formed, an exterior casing or wall forming a space between it and the inner wall,
filling in said space, a covering to said exterior wall, a non-corroding covering
plate thereto, and a protecting covering to said plate, substantially as described.
il
6. A viaduct composed of sections provided at their meeting ends with a clamp
operating automatically to lock the sections to each other when brought together
substantially as described.

page_text: 7. A pier formed with an aperture or opening for the reception of the sections, or
a viaduct and provided with rollers or guides in the bottom of said aperture for the
purpose of guiding and supporting said sections, substantially as described.
S: In combination with a submerged pier, a viaduct composed of sections having
the contiguous ends thereof lying inside of an opening formed in said pier for said
viaduct, substantially as described.
9. pier comprising the upper and lower sections having an aperture or opening
for the sections of the viaduct and a series of rollers in said aperture revolving in
suitable bearings in said lower section, substantially as described.
10. In a submerged pier, a lower or foundation section, an upper or retaining
section, said sections formed with an opening for the passage of the viaduct in said
opening and resting on said rollers, substantially as described.
11. In a pier, the combination with a suitable foundation, of a lower hollow pier
section or caisson a cap or upper section resting on said caisson, a viaduct in an
aperture in said pier sections, and a concrete filling within said pier and around said
viaduct, substantially as described.
12. In a pier, the combination with a lower or hollow pier section and a foundation
upon which said section rests, of a coffer dam or a movable shell secured to the walls
of said section, substantially as described.
13. A pier having an opening or aperture for the passage of a viaduct, sections of
a viaduct having their contiguous ends lying in said opening, a recess formed in said
pier around the contiguous ends of said sections and an opening communicating with
said recess from the exterior of said pier for the purpose of introducing a filling to
protect the joint at the said contiguous ends of the viaduct sections, substantially as
described.
14. A submerged pier formed of a lower section having ways formed therein at
its upper end, in combination with an upper section adapted to slide into said ways,
the two sections forming an aperture or opening for the reception of a viaduct, sub-
stantially as described.
15. A submarine way comprising a series of piers provided with apertures
arranged below the surface of the water, and a viaduct composed of a series
of sections joined together end to end, and apertures in said piers substantially
as described.
16. The method of forming, a subaqueous way which consists in constructing a
series of piers with apertures through them beneath the surface of the water, sinking
viaduct sections until they are opposite said apertures and then moving said sections
longitudinally through said apertures to the desired position.
Datod this 29th day of October 1890.
WM. P. THOMPSON & CO.,
Agents for the Applicant.