AN IMPROVED ARRANGEMENT OF HARBOURS OR BASINS AND BRIDGES FOR FACILITATING THE PASSAGE OF SHIPPING WITHOUT STOPPING THE CARRIAGE OR GENERAL TRAFFIC
Year: 1877

page_text: LETTERS PATENT to Francis Ingram Palmer, Retired Navigating Lieutenant,
Royal Navy, Associate of the Institution of Civil Engineers, of 50, Finsbury
Square, London, E.C., in the County of Middlesex, for the Invention of "AN
IMPROVED ARRANGEMENT OF HARBOURS OR BASINS AND BRIDGES FOR
FACILITATING THE PASSAGE OF SHIPPING WITHOUT STOPPING THE CARRIAGE
OR GENERAL TRAFFIC."
Sealed the 28th August 1877, and dated the 15th March 1877.
PROVISIONAL SPECIFICATION left by the said Francis Ingram Palmer at the
Office of the Commissioners of Patents on the 15th March 1877.
FRANCIS INGRAM PALMER, Retired Navigating Lieutenant, Royal Navy, Associate
of the Institution of Civil Engineers, of 50, Finsbury Square, London, E.C., in the
County of Middlesex. "AN IMPROVED ARRANGEMENT OF HARBOURS OR BASINS
AND BRIDGES FOR FACILITATING THE PASSAGE OF SHIPPING WITHOUT STOPPING THE
CARRIAGE OR GENERAL TRAFFIC."
To carry out my plan, for example, say across the Thames, I construct over about
one-third or two-thirds of the river's width, extending from one or both banks
towards the centre, one or two basins or harbours, each abutting on the shore or
connected with the shore by a short roadway or approach, that is, practically erected
in the shallow water or on the land that dries, or partly in shallow water and the
remainder on the land that dries or that is always above water, making in all, if one
basin or harbour one-third, or if two basins or harbours two-thirds of the river's width;
the basins, or harbours to be of ordinary iron, stone, wood, or other material placed
at any desired height above the water level. To span the remaining space, that is
the central and general deeper water of the river, which would be only about one-
third in the event of two harbours or basins being constructed, one on each shore,
or two-thirds in the event of one harbour or basin being constructed on one shore
only on either side of the river, I construct an ordinary, iron, stone, or wooden
bridge of about the same height as the harbour (8) or basin (8) to connect the two
harbours or basins if two harbours or basins are constructed, or to connect, if only
one barbour or basin is erected, the one harbour or basin with the opposite
shore.

page_text: At or about the centre of each basin I construct two or more openings, one on
either side, connected by moveable gate bridges oither turning on centres, lifting
in halves, breaking in the middle, pulling to and from the shore or otherwise, so
that these gate bridges may be opened by proper machinery to give ingress or
egress to all masted vessels to or from the harbour (s) or basin (8). These gate
bridges will only be opened for such vessels as cannot pass under the bridge.
While these gate bridges are opened on one side of the harbour or basin they will be
closed on the opposite side, by which means all the traffic can be diverted thereon,
and so continue to pass without interruption; then when those gate bridges are
closed, the ships being entered within the area of the harbour or basin, the gate 1
bridges will be opened on the opposite side, the traffic being previously diverted to
the opposite portion of the bridge, during which time the ships will pass up or down
the river, as it may happen; but during these operations the traffic on one or the
other side will always pass without interruption.
·
Channels up to and through these basins or harbours to and from the main
channel will be dredged to any desired depth, and kept open by dredging, the
stability of the contiguous fore shore being maintained by piling or otherwise.
Should the gate bridge or bridges, machinery, or other parts of the gate bridge
or bridges become disabled, the adoption of two basins or harbours would always
allow steamers to pass through on the side basin or harbour not disabled, thereby
preventing the possibility of delay.
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Francis Ingram Palmer in the Great Seal Patent Office on the 11th
September 1877.
FRANCIS INGRAM PALMER, Retired Navigating Lieutonant, Royal Navy, and an
Associate of the Institution of Civil Engineers, of 50, Finsbury Square, E.C.,
London, Middlesex. "AN IMPROVED ARRANGEMENT OF HARBOURS OR BASINS AND
BRIDGES FOR FACILITATING THE PASSAGE OF SHIPPING WITHOUT STOPPING THE
CARRIAGE OR GENERAL TRAFFIC."
"
Rivers like the Thames which flow through densely populated cities are ports
where ocean steamers come and go, bringing and taking cargoes to and from the
very heart of such cities. Continuous wharves which aro of immense value for
shipping purposes usually line the banks of these rivers. If vessels were prevented
by bridges from coming up to them their business would be ruined. It is however
necessary that sufficient means should exist for the passage across the river of
waggons and general traffic, thereby saving circuitous routes over the nearest bridge,
the overcrowding of the thoroughfares leading to that bridge and the saving of time
and labour. Effective relief can only be obtained by connecting the river's banks
with improved bridges which very slightly if at all hinder the passage of barges
and small river steamers, and at the same time afford ready and safe conveniences
for the largest masted vessels to pass safely through without delaying the carriage
and general road traffic.
I have invented a low level bridge with mechanical openings which entirely
overcomes all difficulties by permitting the largest sailing vessels or steamers with
masts one hundred feet or more high to pass through it without stopping the general
traffic of horses, carriages, or foot passengers, and to this effect my improved bridge
can be established in any part of a river, say for example across the lower reaches
of the River Thames. Near or against each bank (where the river is from 600 to
1500 feet wide or thereabouts) I construct, either of stone, iron, or other material,
one or two basins or harbours A and A', each abutting on the shore or connected
with the shore by a short roadway or approach B and B', that is in most instances
practically erected in the shallow water or on the land that dries, or partly in

page_text: shallow water and the remainder on the land that dries or that is always above
water, making in all if one basin or harbour one-third, or if two basins or harbours
two-thirds of the river's width (supposing the width of the river to be restricted,
as for example across the Thames near the Tower), the basins or harbours to be
placed at the desired height above the water level. To span the remaining space,
that is, the central and general deeper water portion of the river C, C¹, which would
be only about one-third in the event of two harbours or basins being constructed
one on each shore, or two-thirds in the event of one harbour or basin being con-
structed on one shore only on one side of the river (assuming the river to be 800
to 1000 feet wide), I construct an ordinary iron, stone, or wooden bridge B¹¹, B",
of about the same height as the harbour (s) or basin (s) to connect the two harbours
or basins if two harbours or basins are constructed, or to connect, if only one harbour
or basin is erected, the one harbour or basin with the opposite shore. At or about
the centre of each basin I construct two or more openings D, D¹, for basin A, and
D", D, for basin A¹, one or two on either side (in this case only one) connected
by moveable gate bridges E, E, and E, E, which by preference I arrange to pull
to and from the shore, although gate bridges might be fitted to turn on centres, lift
in halves, break in the middle, or to work in various other ways. These gate bridges
|E, E¹, and E", Ell, are opened by hydraulic or other machinery to give ingress or
egress to masted vessels to or from the harbour (s) or basin (8), and will only be used by
such vessels as cannot pass beneath the arches of the bridge, whilst the openings
themselves are sufficiently wide to permit the largest ships that come up such rivers
to pass through them as regards their beam. Each basin will have a sufficiently
large diameter F to F¹, or Fi to F, to accommodate the longest ships that navigate
such rivers. On either side of each opening there are iron, stone, or wooden piers
G, G, G, G, for basin A, and G, G", G, G¹¹, for basin A', lying with the axis of the
river; these piers carry platforms provided, if necessary, with the means of mooring
ships alongside them. The piers and platforms will be protected by air cushions or
other fenders, which rising and falling with the tide guarantee piers, platforms, and
vessels from injury. All vessels with or without steam power will on taking up
their positions some 300 feet outside either of the openings be placed in charge of
the bridge authorities. Fore and aft lines which traverse through and are kept in
position by guide lines at the several openings will be immediately made fast on
board, and the vessel will by means of steam capstans or other power affixed to
dolphins or piers erected a distance of some 400 feet on either side of each opening
be pulled through the basin and delivered at about the same distance on the other
side. Only under very exceptional circumstances will steamers assist themselves
through with their own engine power. During this operation of transport, which
at an easy and uniform speed will occupy some 4 or 5 minutes, the vessel will be
held in irons and the lines will be so regulated that the speed and course of the
vessel will be held most completely under control. If the vessels are small, two or
more, or even as many as six, can be lashed together and be taken through in one
movement as one block, thereby effecting a considerable saving of time and
confusion.
One great advantage in having two basins, one on either shore, is that the in
and out traffic is sorted, and thus kept quite free from confusion and danger of
collison, whilst other advantages are,
1st. That the entire central river flow is unobstructed, this portion of the river
being available for barge and small masted river traffic.
And, 2nd. That by dredging out side channels the sectional area of the river is
increased, which added to the position of the basins out of the main flow of the
current allows vessels to be passed through in the slackest water with greater
despatch and safety than could happen under any other circumstances.
So far as regulating the road traffic is concerned, as soon as a vessel is say about
to enter basin A' at opening D", the traffic on that draw approach E" will be closed
and approaching traffic will be diverted to the roadway on the other side of the

page_text: basin connected by draw E111, a preconcerted set of signals being employed to insure
a correct and uniform speed both on the part of the shipping and vehicles.
Immediately the vessel or vessels have entered the basin through opening D",
draw E" (behind them) is closed, and the road traffic is diverted from E to it,
whilst as soon as the waggons are clear of Eu that draw is opened and the vessel
or vessels within the basin are pulled out well clear of the bridge in the best position
to steam or warp ahead or drop with the wind or tide to their destination.
Channels up to and through these basins or harbours to and from the main
channel will be dredged to any desired depth, and be kept open if necessary by
dredging, the stability of the contiguous foreshore being maintained by piling or
otherwise.
Should the draws of one of the basins become temporarily disabled the adoption
of two basins or harbours would always allow masted vessels to pass through the
side basin or harbour not disabled, thereby preventing the possibility of any serious
interruption to the traffic. It is thus evident that by my Invention the largest
ships can pass through my low-level bridge with little or no interruption to the
heaviest road traffic.
I reserve the right of using one or two basins or harbours placed, as already
explained, at one or both ends of the bridge near to or right alongside or cut out of
the shore or river's bank (s) beyond the influence of the main run or centre of the
stream; also the use of ordinary warping and steam appliances for passing vessels
or steamers through, together with the method explained, as may be found most
advantageous.
In witness whereof, I, the said Francis Ingram Palmer, have hereunto set my
hand and seal, this the Eleventh day of September, in the year of our Lord :
One thousand eight hundred and seventy-seven,