Improvements in the System of Connecting Railways which are Separated by Straits, Rivers, or other Waters by Means of Submerged Tubes.
Year: 1890

page_text: Date of Application, 28th Apr., 1890
Complete Specification Left, 28th Jan., 1891-Accepted, 28th Feb., 1891
PROVISIONAL SPECIFICATION.
Improvements in the System of Connecting Railways which are
Separated by Straits, Rivers, or other Waters by Means of
Submerged Tubes.
I, Sir EDWARD JAMES REED, Knight Commander of the Bath, Member of
Parliament, of Broadway Chambers, Westminster, in the County of Middlesex,
Naval Constructor and Civil Engineer, do hereby declare the nature of this inven-
tion to be as follows:-
This invention comprises further improvements upon the invention for which
Letters Patent were granted in the year 1886, bearing the date of 23rd July and
numbered 9558.
It consists, firstly, in anchoring the more or less buoyant tubes therein referred
to by means of structures either forming part of, or connected securely with the
tubes, and resting upon the bottom or bed of the strait, river or other water to be
crossed by the railway, so as to keep the combined structure in its intended position
notwithstanding the action of tides or other disturbing causes. These anchoring
structures are so formed and connected to the tubes as to form virtually one with
them, and to be equally durable.
It consists, secondly, in the construction of a double line of railway by means of
two tubes, each capable of conveying a railway train, the said tubes being situated
at a distance apart laterally and connected by means of suitable intermediate
members sufficient in number and suitably placed to combine the whole into one
structure of great lateral strength. The object of this arrangement is not merely
to give the completed structure strength to resist tides or other disturbing causes,
but likewise to enable the parts of the structure to resist all such disturbing strains
during the laying or depositing thereof in tidal or other. currents, observing that in
many instances the greatest lateral strains ever experienced will be those to be
sustained when the structure is in whole or in part at or near the surface, during
the process of placing the successive lengths of the structure in position for deposit,
and during the sinking thereof.
It consists, thirdly, in connecting the successive lengths of the combined tubes to
each other by hinged or other equivalent joints or connections in such manner that
the end of one length, when sunk down to its position will take down with it one
end of the next length, either with or without an anchoring structure placed
between the two ends, according to circumstances, the lengths previously laid being
thus made the means of bringing consecutively and exactly into position all the
remaining lengths until the whole is completed. Arrangements for excluding the
water from the "mouths or open spaces which this system will leave temporarily.
between the ends of the successive lengths of tubes will be adopted.
,,
It consists, fourthly, in providing recesses or open spaces suitable for the stowage
of spare rails, chairs, sleepers and other railway articles and stores within, or in
connection with, the anchoring structure.
It consists, fifthly, and lastly in employing the tubes described in this Specifica-
tion and in the Specification of the Patent before recited, either with or without
the anchoring structures herein before described, not for the purpose of themselves
giving passage to the trains, but for the purpose of sustaining by their buoyancy a
railway bridge passing over the strait, river or other water, the said bridge being
supported at intervals by piers or structures founded upon the immersed tubes in
any suitable manner. A convenient manner of giving effect to this fifth and last
part of my present invention is to adopt the system of two tubes spaced apart as
hereinbefore described, and supporting the over-water bridge from them, so

page_text: arranging the weights of the respective parts, and their aggregate weight, that the
whole combined structure will float, and float with ample stability, upon the two
tubes which are subsequently to be immersed. While thus afloat the whole
structure, or given sections of it, may be brought into position, and sunk under
suitable conditions to their intended ultimate positions. In this case, where the
structure is not of too great length to be made all in one, and moved and placed in
position as a single structure, a masonry or other abutment will be provided at each
end, and will be so formed as to sustain the structure upright as it is sunk to its
lower position, and when, upon the immersion of the tubes, it will cease to be kept
upright by their stability.
Doted this 90th day of inuil 1900
EDWARD J. REED.
COMPLETE SPECIFICATION.
Improvements in the System of Connecting Railways which are
Separated by Straits, Rivers, or other Waters by Means of
Submerged Tubes.
I, Sir EDWARD JAMES REED, Knight Commander of the Bath, Member of
Parliament, of Broadway Chambers, Westminster, in the County of Middlesex,
Naval Constructor and Civil Engineer, do hereby declare the nature of this inven-
tion, and in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :-.
This invention comprises further improvements upon the invention for which
Letters Patent were granted in the year 1886, bearing the date of 23rd July and
numbered 9558.
It consists, firstly, in anchoring the more or less buoyant tubes therein referred
to by means of structures either forming part of, or connected securely with the
tubes and resting upon the bottom or bed of the strait, river or other water to be
crossed by the railway so as to keep the combined structure in its intended
position notwithstanding the action of tides or other disturbing causes. These
anchoring structures are so formed and connected to the tubes as to form virtually
one with them and to be equally durable.
It consists, secondly in the construction of a double line of railway by means of
two tubes, each capable of conveying a railway train, the said tubes being situated
at a distance apart laterally and connected by means of suitable intermediate
members sufficient in number and suitably placed to combine the whole into one
structure of great lateral strength. The object of this arrangement is not merely
to give the completed structure strength to resist tides or other disturbing causes, but
likewise to enable the parts of the structure to resist all such disturbing strains
during the laying or depositing thereof in tidal or other currents, observing that in
many instances the greatest lateral strains ever experienced will be those to be
sustained when the structure is in whole or in part at or near the surface during
the process of placing the successive lengths of the structure in position for
deposit and during the sinking thereof.
It consists, thirdly, in connecting the successive lengths of the combined tubes
to each other by hinged or other equivalent joints or connections in such manner
that the end of one length when sunk down to its position will take down with
it one end of the next length, either with or without an anchoring structure
placed between the two ends, according to circumstances, the lengths previously
laid being thus made the means of bringing consecutively and exactly into posi-
tion all the remaining lengths until the whole is completed. Arrangements for
excluding the water from the "mouths" or open spaces which this system will
leave temporarily between the ends of the successive lengths of tubes will be
adopted.
It consists, fourthly, in providing recesses or open spaces suitable for the

page_text: stowage of spare rails, chairs, sleepers and other railway articles and stores
within, or in connection with the anchoring structure.
It consists, fifthly, and lastly in employing the tubes described in this Specifica-
tion and in the Specification of the Patent before recited, either with or without
the anchoring structures herein before described. not for the purpose of themselves
giving passage to the trains, but for the purpose of sustaining by their buoyancy
a railway bridge passing over the strait, river or other water, the said bridge
being supported at intervals by piers or structures founded upon the immersed.
tubes in any suitable manner. A convenient manner of giving effect to this
fifth and last part of my present invention is to adopt the system of two tubes,
spaced apart as hereinbefore described, and supporting the over-water bridge
from them, so arranging the weights of the respective parts and their aggregate
weight that the whole combined structure will float, and float with ample
While
stability, upon the two tubes which are subsequently to be immersed.
thus afloat the whole structure, or given sections of it, may be brought into
position, and sunk under suitable conditions to their intended ultimate positions.
In this case, where the structure is not of too great length to be made all in one, and
moved and placed in position as a single structure, a masonry or other abutment
will be provided at each end, and will be so formed as to sustain the structure
upright as it is sunk to its lower position, and when, upon the immersion of the
tubes it will cease to be kept upright by their stability.
There are many ways of carrying my invention into effect, which it is impossible
to detail within the limits of a specification; but in order to make the system well
and practically understood I will now describe certain methods of accomplishing my
objects. I select for illustration the case of a pair of tubes to be laid across a
strait or river of considerable depth, and under conditions which make it desirable
to construct and place the tubes in several lengths. These lengths may vary to
suit varying conditions as to the place in which the tubes are required to be laid:
Each of these tubes is so designed and constructed as to be capable of conveying a
single line of railway. They are each also capable of being provided, whenever
necessary, with a certain amount of surplus buoyancy which can be utilised where
and when required in assisting to lay the tube or tubes, and to sustain the weight, or
such part of the weight, as may be considered desirable, of any railway trains or
similar weights which may be required to remain in them or to pass through them.
They are held securely down in their places by suitable anchoring structures, or
by similar means, and such anchoring structures serve likewise as piers to sustain
the weight, or a portion of the weight of passing trains.
In Figs. 1. 2. 3, Sheet 1, views are shewn of one of the forms such anchoring
structures may take, but they may be modified and designed of many other forms
suitable for the object in view, some of which will hereafter be described.
The
In Fig. 1. a. a indicates in section the transverse position of the tubes for each line
of railway, which are connected together in an efficient manner by the web or partial
web d. These webs, or partial webs, are placed at suitable distances apart along the
length of the tube, and form a rigid attachment between the two tubes a. a.
tubes and the webs form a gigantic horizontal girder, able to withstand any lateral
The webs d. d may be
force that may arise from tidal currents or other causes.
formed of plates and angle irons firmly secured to each tube by bracket plates and
angle irons, or in other suitable ways.
Fig. 2 and Fig. 3 show in elevation and plan respectively the relation of the
tubes and their connections to the anchoring structures c. c.
These structures may be built of plates and angle irons, more or less imbedded in
concrete, and are made capable of possessing sufficient buoyancy to allow them to
float, and to be towed to their positions, at a draught of water suitable to allow of
the attachment of the tubes to them, and then ballasted with concrete, water or
other material sufficient to make them sink to the bottom and carry the adjacent
The ends of the
lengths of tubes with them as indicated in Fig. 1. Sheet 4.
tubes a. a. are enlarged as shown in Figs. 2. and 3 (e) Sheet 1, in such manner as to

page_text: admit of the necessary connections being made in a watertight manner between
them and the anchoring structures. These connections may take the form of very
strong joints which may be described as large hinges, these hinges being situated in
the present case alternately at the upper and under sides of the tubes as shewn in
Fig. 2. Sheet 1.
Another method of anchoring or securing the tubes by means of structures resting
on the bottom of the river, sea, strait or lake is shewn on Sheet 2. Fig. 1. is a
transverse section through the anchoring structures showing the railway tubes a. a.
embedded within the anchoring structures c. c. to which they will be suitably
connected in such a manner as to form in some cases part of the anchoring structures
themselves. Fig. 2. is a longitudinal elevation of the anchoring structures c. c.
In this case these structures are placed a comparatively short distance apart and
the railway tubes between the two structures may be of a different construction to
the main or other portions of the tubes.
The details of such constructions will depend largely upon the amount of the
strain to be.brought upon them and will vary with the length between the two
supports.
These anchoring structures may be built of steel or iron and will be formed with
internal ribs or frames as may be found necessary. They will be made very durable
by having those parts which are essential to their strength embedded in concrete.
They will possess sufficient internal capacity to contain the necessary weight of
water and other ballast to overcome the surplus buoyancy of the completed railway
tubes, and to efficiently retain both themselves and the completed tubes on the
bottom.
Where desirable the form of the bottom of the anchoring structure will be
adapted to the nature of the sea-bed or river-bed, as ascertained by close survey.
At the same time their form and the method of connecting them together is such
as to give the necessary stability to each successive length of tubes and anchoring
structures during the operation of laying, and also to ensure a rigid and efficient
connection between the two anchoring structures.
Such connections may be formed, first, between the two tubes a. a, by webs d. d.
Fig. 1. placed at or near the middle of the tubes, and, secondly by bracketed
webs g. 9 placed at or near the bottom of the anchoring structure, each by
preference being formed of plates and angle bars spaced a suitable distance for
providing the strength required.
This method of anchoring structures will be found most suitable in cases of
comparatively still water where strong tidal currents have not to be contended
with.
Figs. 1 and 2 on Sheet 3. are transverse sections of completed tubes showing
two of the methods by which the tubes may be constructed and connected
together. In Fig. 1. the method of construction adopted consists of a suitable
combination of steel or other material, so disposed at the top and bottom of each
tube respectively as to ensure ample strength to withstand longitudinal and other
strains. Each tube is formed of an inner and outer skin, the necessary water-
tightness being secured by means of the inner skin which is in some cases made of
much thicker material than the outer skin. Transverse frames of great strength
formed of cast iron, steel or other material are worked at suitable intervals apart
between the top and bottom members of each tube in order to withstand com-
pressive and other strains to which they may become subjected due to deep
immersion, tidal currents or other causes. The spaces between the inner and
outer skins before described may be filled in to a large extent with concrete or
other suitable material, which may be distributed and regulated by the desired
buoyancy in the tubes, the whole forming a solid, compact and durable structure.
This concrete will imbed and protect as much of the steel or iron structure as it
is essential to preserve in its full strength so that no perishing of the outer skin,
which is in contact with the sea, will materially weaken the tubes for their main
and permanent purpose. The top of the tubes will everywhere be made abundantly

page_text: Strong and protected by means of concrete in such manner as to withstand the
blows of anchors or of anything thrown overboard, or even from the strains due to
ships themselves foundering upon it.
In Fig. 2. Sheet 3. the method of construction differs somewhat from that shown
in Fig. 1. hereinbefore described. In this case its construction resembles in its
principal features that of the double bottom of a properly built ship, but
strengthened in such a manner as to withstand the greater pressures of the water
due to greater immersion and other causes. Each tube may be composed of an
inner and outer skin (with transverse frames at suitable intervals) between which
skins longitudinal frames are worked, the whole of the material being combined
and distributed in such manner as to ensure sufficient strength in the structure
to withstand all such strains as it may have to encounter. In this case, Fig. 2
as in Fig. 1. the spaces between the inner and outer skins may be filled in to a
large extent with concrete or other material as may be found necessary, having
due regard to the desired buoyancy of the tubes and to other considerations. The
top of each tube may be covered and protected by concrete in a somewhat similar
manner to that described in Fig. 1.
Figs. 1 and 2. Sheet 4. illustrate respectively methods by which successive
lengths of tube may be connected together by hinges or other equivalent means,
and placed together with their anchoring structures, in their proper positions.
a. a. in Fig. 1 shews a length of the tube or tubes which has been completely laid, and
which has been permanently coupled to the anchoring structures d. d' by means of
hinged joints. The watertight bulkheads or other arrangements which may be
fitted within each tube so as to separate the interior of the tube a from the interior
of the anchoring structure d d may now be taken away and the length of tube a
as also the anchoring structure d' is put in railway communication with the shore.
On the opposite side of the anchoring structure di to which the length of tube 6 is
hinged, a watertight bulkhead is also fitted and remains in place in order to exclude
the water from the interior of the tube a already laid in place. The length of tube b
is shown in the course of being laid, being attached by hinges or their equivalents,
to the anchoring structure d" at the surface of the water, the latter being floated
to its place and connected to the tube as shown. Its interior is also protected
from the intrusion of the sea by watertight bulkheads, fitted at each end. The
length of tube c is now brought into position afloat, and is connected as shown, to
the anchoring structure ". The tube e is provided with watertight bulkheads so
as to exclude the water from its interior.
On water being admitted through suitable valves or otherwise into the anchoring
structured, it will begin to sink and carry with it the ends of the length of
tube and respectively, the descent being duly controlled and regulated by
suitable means. During this operation the ends of the length of tube will
gradually close up with its respective anchoring structures d' and " and when the
latter (1) has reached the bottom, the closing will have been completed, and the
coupling up and through communication will likewise be completed. Another
structure and another length of tube beyond it will then be attached to the end of
the length of tube and the process just described repeated. In this manner the
successive lengths of the tubes may be brought into position and put into railway
communication with the shore, until the whole has been completed and through
communication from shore to shore established.
Fig. 2. Sheet 4. illustrates another method by which I propose to connect the
successive lengths of the tube or tubes to the anchoring structures. In this case I
propose to employ a pivot, trunnion or other bearing fitted at or near the middle
of the depth of each tube in such a manner as to bring the successive lengths of the
tube or tubes as closely together as practicable. The method of sinking, laying
and bringing into position and into through railway communication each successive
length of tube or tubes is similar to that before described. The manner of closing
the partly open junction of the tubes and structure will be explained hereafter.
Sheet 2. Fig. 2. illustrates one of the methods of fitting the pivot, trunnion or

page_text: other bearing above described, and f is an internal cylindrical ring or sleeve made
of very strong steel or iron and fitted in such manner as to be capable of being
pushed or brought into a suitable position in a watertight manner by hydraulic or
other means in order to render the connection between the tubes a. a. and the
anchoring structures c. c efficient. This cylindrical ring or sleeve will be fastened
sécurely from the inside to both the tube and the anchoring structure, and the
joint may be so protected by cement or concrete as to preserve it effectually from
deterioration.
I further propose in some cases where it may be convenient to adopt another
system of connecting the tube or tubes and the anchoring structures together as
illustrated on Sheet 5, at Fig. 3. It will be seen that in this case one pivot,
trunnion or other bearing on cach side of each tube is employed at one side only of
each anchoring structure. Fig. 1. shows a transverse section of the manner in
which pivots, trunnions or other bearings may be applied. a. a. are the two tubes
and c. c. the trunnions fitted on to them.
Fig. 2. shows a longitudinal elevation of the method of connecting two successive
lengths of the tube or tubes together within the anchoring structure d. A water-
tight internal cylindrical ring of steel serving as an internal strap to the joint,
similar to that previously described may be adopted in this case.
Fig. 3. is a plan showing two successive lengths of tubes, a. a connected together
by the means above described. The anchoring structure d is so designed and con-
structed as to enable the ends of the tubes to be brought into position and coupled
together, and at the same time to provide sufficient facilities for protecting that
portion of the internal sleeve or ring by means of cement, concrete or other
material, deposited from the surface of the sea or river.
I also propose to so design and construct the anchoring structures, illustrated on
Sheets 1.2 and 5 in such a manner as to bring the two separate tubes into direct
communication with each other by means of suitable passages, which may be closed
at will. The form of the structures should be approximately similar to that shown
on Sheets 1. and 5. where strong tidal currents or other forces have to be contended
with. The spaces marked at b. b, c. c, Sheet 1. and . b. d. d Sheet 5 will afford
ample accomodation for spare rails, sleepers, stores &c. and on occasion if need be
for the accommodation of workmen &c. Such spaces, or as many of them as may be
desired, may be utilised for providing special ventilating arrangements and
appliances to be worked by steam or other means so as to enable foul air to be
forced out into the sea by means of suitable valves so constructed as not to admit
of the entrance of water. Electric light machinery and pumping machinery may
also be fitted in such spaces wherever desired.
I will now describe another method for carrying out my invention, which consists
in employing submerged tubes, either with or without anchoring structures, as
supports for a railway bridge or railway bridges passing over rivers, straits or like
places. The tubes themselves in this case are not utilised for the purpose of them-
selves giving passage to railway trains, tramways, or the like, but for the purpose
of sustaining by their buoyancy over-water railway or other bridges that it may be
necessary to carry across the strait, river or other water; the said bridge or
bridges being supported at suitable intervals by piers or other structures founded
upon and secured to the immersed tubes in an efficient manner.
Figs. 1. and 2. Sheet 6, illustrate the manner in which the above method may be
carried out. Fig. 1. is a longitudinal elevation showing the tubes, a. a immersed to
a suitable depth so as not to interfere with navigation. Upon these tubes the
piers, c. c are founded, which in their turn support the over-water bridge upon
which railway trains or the like may run.
b
Fig. 2. is a transverse section showing the two tubes a. a. spaced apart as herein-
before described and supporting the over-water bridge by means of the piers, c. c.
The tubes a. a. are so designed as to be capable of carrying the weights of the
respective parts b. c. &c., together with the railway trains or the like where desirable
in such manner that the whole combined structure or as much of it as it is convenient

page_text: and economical so to combine will float with ample stability, upon the two tubes
which may subsequently be immersed to the required depth. The two tubes, a. a. are
connected together by the web d in a similar manner as hereinbefore described. The
piers, c. c. may be formed of plates and angle irons connected together on the lattice
work principle, or by any other suitable means. In the case represented in Fig. 2.
lattice work or other girders may be employed for connecting together and lending
lateral strength to each of the members or legs of the piers c. c. I do not, however,
confine myself to this method of construction as it may be varied in many ways in
order to suit the special conditions of the case in which such a system may require
to be employed.
Nor do I confine myself to build such a structure in one length since in some
cases it may become necessary to build the structure in several sections and
connected together in a suitable manner so that each section may float in an
upright manner and have sufficient stability while being floated into position.
A masonry recess will usually be provided at each end of such tube-supported
bridges so formed as to maintain the completed structure in an upright position
both as it is sunk into its intended position and after it is finally placed.
Having now described the nature of my said invention and in what manner the
same is to be performed, I declare that I do not confine myself to any of the details
hereinbefore described or illustrated, either as regards the tubes themselves or as
regards the means of depositing, connecting and anchoring their several parts as
these may be varied to suit various circumstances; nor do I confine the use of my
submerged tube system to railway purposes only, although that is its primary
object, for it is equally applicable to the purposes of ordinary foot, or carriage, or
tramway traffic through or over intervening waters. On the other hand I do not
claim the employment of submerged metallic tubes resting continuously, or nearly
so, upon the bottom beneath such waters, for I am aware that these have been
previously employed or suggested: but what I claim is :-
First. The system of anchoring the more or less buoyant tubes employed for
the purposes hereinbefore referred to by means of structures, either forming part
of, or connected securely with the tubes, and resting upon the bottom or bed, so as
to keep the combined structure in its intended position notwithstanding the action
of tides or other disturbing causes, these anchoring structures being so formed
and connected to the tubes as to form virtually one with them, and to be equally
durable, substantially as herein before described and illustrated in the accompanying
drawings.
Second. The construction of a double line of railway by means of two tubes
situated at a distance apart laterally, and connected by suitable webs or intermediate
members sufficient in number and suitably placed to combine the whole into one
structure of great lateral strength substantially as hereinbefore described and
illustrated in the accompanying drawings.
Third. The system of connecting the successive lengths of the combined tubes
by hinged or other equivalent joints or connections in such manner that the end of
one length, when sunk down to its position, will take down with it one end of the
next length, either with or without an anchoring structure placed between the
two ends, the lengths previously laid being thus made the means of bringing
consecutively and exactly into position all the remaining lengths, until the whole
is completed, substantially as hereinbefore described and illustrated in the drawings
hereunto annexed.
Fourth. The providing of recesses or open spaces suitable for the storage of
spare railway chairs, sleepers, and other articles and stores within, or in connection
with, the anchoring structures.
Fifth. The employment of submerged tubes for the purpose of sustaining by
their buoyancy a railway or other bridge supported at intervals by piers founded
upon the submerged tubes, substantially as hereinbefore described, and as illustrated
in the accompanying drawings.

page_text: Sixth. The various means of, and appliances for, carrying out my said invention
herein before set forth and illustrated so far as is necessary in the drawings-here-
unto annexed, and all such other means and appliances as may be but variations
thereof or substitutions therefor.
Dated this 50th day of Law 1001