An Improved System of Connecting Railways which are Separated by Straits, Bays, Rivers, or other Waters, with Structures and Apparatus for Effecting the same.
Year: 1886

page_text: Date of Application, 23rd July, 1886.
Complete Left, 22nd Apr., 1887.
Complete Accepted, 24th May, 1887.
An Improved System of Connecting Railways which are Separated
by Straits, Bays, Rivers, or other Waters, with Structures and
Apparatus for Effecting the same.
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 invention
to be as follows:-
Hitherto the only means by which Railways separated by Straits, Rivers or other
Waters have been connected are those of bridges, or of ferry railway steamers, or of
tunnols made through the earth below the bottom of the separating waters or of
metallic or other tunnels either built or laid upon the said bottom.
Now my Invention consists in employing for this purpose more or less buoyant and
immersed tubes or tubular or hollow structures by preference formed wholly or partly
of iron or steel, which tubes or structures receive the whole or the principal part of
their support from the water of the Straits, rivers, &c. through which they are laid,
and which tubes or structures need ordinarily be immersed below the surface only to
a sufficient extent to keep them clear of any Ships or Vessels which may navigate the
waters through which they pass.
Such a tube or structure connecting the opposite sides of a Strait or other like
piece of water in which there are neither tides nor currents situated at a depth of say
Forty feet below the level surface of the Strait and terminating watertightly in land
tunnels or cuttings at either end, will serve exceedingly well for the passage of trains
provided the size and strength of the tube be such as to withstand the tendency to
depression or deflection which the passing weight of the train would exert. If the
tube or structure be supported by the ends, and of sufficient strength to carry the
weight without injurious deflection, no great difficulty can arise. Should the water
of the Strait be always smooth, subject to no rise and fall, and not needed for.
navigation, such a tube or structure, when once in place, if of great length, may
with advantage be supplemented by floating bodies, which floating bodies may be of
such dimensions and in such numbers as to relieve the tube of much of the strain of
the train passing through it. And in suitable situations I propose sometimes to carry
out my Invention by these means.
On the other hand where the conditions are the same as before, excepting that the

page_text: free navigation of the water has to be provided for so that the presence of numerous
floating bodies would be objectionable, the tube or structure may be placed below the
reach of navigation, and the reverse process resorted to, viz: that of providing the
tube or structure with an excess of buoyancy and anchoring it or holding it down to
the bottom at sufficiently numerous points, the surplus buoyancy of the tube itself at
every part of its length, or at selected parts of its length, relieving the tube of much
or the whole of the strain of passing trains. I therefore propose sometimes to carry
out my Invention by these means.
In places where the Strait, river or other water is wide, and the tube or hollow
structure has consequently to be of great length, and in places where, furthermore,
there are tides and currents to be encountered, the placing and securing of such a
tube or structure necessitates numerous devices for their safe effectual and durable
execution. In order to give due command over the Tube when conveying it, or large
parts of it, into place I sometimes (in addition to the ordinary buoying, towing, and
other appliances) attach to the tube, or build up in one with it, but detachable from it
when necessary, a floating structure in the shape of a ship or pontoon, or more than
one such structure, each provided whero necessary with steam power and steering
appliances, and so constructed and situated as to keep the tube at the intended
distance below the surface and to control its movements, while it is being placed in
position.
.
In order to resist the disturbing effects of tides or currents I propose to anchor
the tube at intervals not only vertically, but also laterally, and to furnish the tube
with all necessary chambers and mechanical appliances for bringing the Anchors
Cables &c. into their due positions and under the intended strains.
I need hardly say that the tube must be so designed and constructed as to be
abundantly strong, and to possess an ample and even exceptional margin of strength
to withstand all the strains that can be brought upon it, not only when it is new, but
when it may have undergone unavoidable corrosion or other such forms of deterioration
as it may be liable to during its submersion for the period of its intende l`duration.
Its margin of counterbalanced buoyancy, in whatever form it may be provided,
must be ample to compensate throughout the said period, for the accruing weight of
such marine growths or incrustations as may be formed upon the tube or its Cables &c.
It will be obvious that this can be thoroughly well provided for by giving to the
Tube a correspondingly large proportion of initial surplus buoyancy, counteracting
the same with corresponding Anchors.
When applying my Invention to the Straits or Rivers open to much navigation
I propose to cover the tops and in part the sides of the tubes with solid Concrete, or
with other suitable material for preventing injury from an occasional Anchor dropped
by accident upon it, or from any other like cause and to take all needful and practicable
precautions against every possible form of injury or disturbance.-As a large iron or
steel tube, altho' built of extreme strength for all the proposed purposes will never-
theless have a very large amount of buoyancy to spare, the fulfilment of all the
foregoing objects will present no difficulty whatever on account of the weight
involved.
When I construct the tube or structure wholly or chiefly of iron or steel I usually
prefer to make it with an internal watertight trunk, dividing the space between this
trunk and the outer tube or structure into numerous watertight compartiments.
In some cases, where the circumstances are suitable, I prefer to establish a solid
connection between the tube and the bottom at intervals and in favourable positions.
In other cases I build the structure progressively from either shore, or from both
shores, by means of watertight caissons expressly designed and adapted for the
purpose.
Dated this Tranter third day ^ Tul… 1000

page_text: An Improved System of Connecting Railways which are Separated
by Straits, Bays, Rivers, or other Waters, with Structures and
Apparatus for Effecting the same.
I, Sir EDWARD JAMES REED, Knight Commander of the Bath, Member of
Parliament, of Broadway Chambers Westminster in the County of Middlesex
England, Naval Constructor and 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 :-
Hitherto the only means by which Railways separated by Straits, Rivers, Lakes
or other Waters have been connected are those of bridges, or of ferry railway
Steamers, or of tunnels made through the earth below the bottom of the separating -
waters, or of metallic or other tunnels either built or laid upon the said bottom.
Now, my Invention consists in employing for this purpose more or less buoyant and
immersed tubes, or tubular or hollow Structures, by preference formed wholly or
partly of iron or steel, which tubes or Structures receive their support from the waters
of the Straits, rivers &c., through which they are laid, and which tubes or Structures
need ordinarily be immersed below the surface only to a sufficient extent to keep them
clear of any Ships or vessels which may navigate the waters through which they pass.
Such a tube or Structure connecting the opposite sides of a Strait or other like piece
of water in which there are neither tides nor currents, situated at a suitable depth
below the level surface of the Strait, and terminating watertightly in land tunnels or
cuttings at either end, will serve exceedingly well for the passage of trains, provided
the size and strength of the tube be such as to withstand the tendency to depression
or deflection which the passing weight of the train would exert.
If the tube or Structure be supported by the ends, and of sufficient strength to carry
the weight without injurious deflection, no great difficulty can arise. Should the water
of the Strait be always smooth, subject to no rise and fall, and not needed for
navigation, such a tube or Structure, when once in place, if of great length, may with
advantage be supplemented by floating bodies, which floating bodies may be of such
dimensions and in such numbers as to relieve the tube of much of the strain of the
train passing through it. And in suitable situations I propose sometimes to employ
these means.
On the other hand where the conditions are the same as before, excepting that the
free navigation of the water has to be provided for, so that the presence of numerous
floating bodies would be objectionable, the tube or Structure may be placed below the
reach of navigation, and the reverse process resorted to, viz-that of providing the
tube or Structure with an excess of buoyancy and anchoring it, or holding it down to
the bottom at sufficiently numerous points, the surplus buoyancy of the tube itself at
every part of its length, or at selected parts of its length, relieving the tube of much or

page_text: the whole of the strain of passing trains. I therefore propose, sometimes, to carry out
my Invention by these means.
In places where the Strait, river, or other water is wide, and the tube or hollow
Structure has consequently to be of great length, and in places where, furthermore,
there are tides and currents to be encountered the placing and securing of such a tube
or structure necessitates numerous devices for their safe, effectual and durable
execution.
In order to give due command over the tube when conveying it, or large parts of it,
into place, I (sometimes in addition to the ordinary buoying, towing & and other
appliances) attach to the tube, or build up in one with it, but detachable from it when
necessary, a floating structure in the shape of a Ship or pontoon, or more than one
such structure, each provided where necessary with steam power and steering
appliances, and so constructed and situated as to-keep the tube at the intended distance
below the surface and to control its movements while it is being placed in position.
In order to resist the disturbing effects of tides or currents, I propose to anchor the
tube at intervals, not only vertically, but also laterally, and to furnish the tube with
all necessary chambers and mechanical appliances for bringing the Anchors, Cables, &c.,
into their due position and under the intended strains.
I need hardly say that the tube must be so designed and constructed as to be
abundantly strong, and to possess an ample, and even exceptional, margin of strength
to withstand all the strains that can be brought upon it, not only when it is new, but
when it may have undergone unavoidable corrosion or other such forms of
deterioration as it may be liable to during its submersion for the period of its intended
duration.
Its margin of counterbalanced buoyancy in whatever form it may be provided, must
be ample to compensate throughout the said period for the accruing weight of such
marine growths or incrustations as may be forined upon the tube or its cables &c. It
will be obvious that this can be thoroughly well provided for, by giving to the tube a
correspondingly large proportion of initial surplus buoyancy, counteracting the same
with corresponding anchors or with corresponding structural strength.
When applying my Invention to the Straits or Rivers open to much navigation, I
propose sometimes, to cover the tops, and in part the sides of the tube with solid
concrete, or with hydraulic brick or Stone work, or with other suitable material for
preventing injury from an occasional anchor dropped by accident upon it, or from any
other like cause, and to take all needful and practicable precautions against every
probable form of injury or disturbance. As a large iron or Steel tube, although built
of extremo strength for all the proposed purposes, will nevertheless have a very large
amount of buoyancy to spare, the fulfiment of all the foregoing objects will present no
difficulty whatever on account of the weight involved.
When I construct the tube or structure wholly or chiefly of iron or steel, I usually
prefer to make it with an internal watertight tube, dividing the space between this
and the outer tube or Structure into numerous watertight compartments.
In some cases, where the circumstances are suitable, I prefer to establish a rigid
connection between the tube and the bottom at intervals and in favourable positions.
In other cases I build the structure progressively from either shore or from both
shores by means of watertight caissons expressly designed and adapted for the
purpose.
In other cases I construct the Structure in several lengths and deposit and connect
them by suitable vessels and other appliances.
There are many ways of carrying my invention into effect, which it is impossible
to detail within the limits of this Specification, but in order to make the system well
and practically understood, I will now describe certain methods of accomplishing my
object. I select for illustration the case of a tube to be laid across a lake or Strait of
considerable depth below the surface, and under conditions which make it desirable to
place the tube in position in several lengths, say for example, lengths of 1000 feet
each.
The tube is, in this case, constructed for a single line of railway, and being

page_text: endowed with large surplus buoyancy is held down in its position by suitable
anchorage. One such length of 1000 feet is shown in Figure 1 (Sheet 1) and on
this are indicated the positions of the transverse bulk-heads and frames between the
two tubes to be presently mentioned.
It is shown in Transverse Section on a larger Scale in Figure 2 (Sheet 2) in
Sectional Elevation in Figure 3, (Sheet 2) and in Sectional plan in Figure 4.
(Sheet 1). This tube is double, consisting of the outer tube a and the inner tube b,
the space between them being divided into watertight compartments by the watertight
longitudinals c and the transverse solid frames d. In addition to these transverse,
solid or watertight frames d, there are intermediate plate frames e, and angle iron
frames f. The tube is covered with Portland Cement or other suitable material, which
is made thick over the top of the tube to protect it against possible injury from a
falling Anchor or other body.
Presuming the Shore end length of the tube to be laid and Anchored, and another
length now to be placed and secured. I employ for this purpose in the present case
two depositing steam vessels of twin-body form, supplied with good propelling power
and with steam windlass power for the purposes which will hereafter be seen.
The tube to be deposited is taken into deep water and has its anchoring and ballast
weights attached to it, these being of such an amount as to bring the completed tube
almost beneath the water's surface, but with a small portion of its upper part left
above the surface. It is to enable the depositing vessels to place themselves over the
tube while in this nearly immersed state that these vessels are made of twin-form.
When so placed, cables, which have been passed under the tube, are made tight on
board the depositing vessels by means of powerful steam winches, all as illustrated in
Figures 5. 6 & 7, (Sheets 3 & 4) which are respectively a side view, an end or
transverse view, and a plan. The tube may now either be taken away by the
depositing steamers approximately to its ultimate position, and there lowered, the end
being kept a few yards short of the length of tube already in place or it may be first
lowered as shown in Figure 8 (Sheet 4) and then taken away. The lowering is
effected by the admission into the watertight compartments of the tube of just
sufficient water to actually immerse it, and give it a tendency to sink, the steam
windlasses g. g. lowering it gradually by means of the cable h to the prescribed depth
which has been carefully arranged.
There will be two additional cables h¹h supporting it from each vessel as shown in
the figures 5 & 7, (Sheet 3) as checks to prevent any harm resulting from an accident
or error in the use of the main lowering cables hh. These arrangements ensure the
tube being brought to its proper depth, and approximately near to its intended
position.
In order to bring the lowered tube truly opposite in a lateral sense to the length
which is already in place, I employ Anchors, carried out by auxiliary boats to a great
distance from the depositing vessels on either broadside and there lowered to the
bottom-their cables passing round steam windlasses provided for the purpose in the
said depositing vessels.
The precise position to be given to the tube will be indicated by marks erected upon
the shore, and by heaving in upon the cables and Anchors laid out on one side of
the depositing vessels, and slackening off upon those on the opposite side until the
tube below comes in line with the shore marks, the tube will be brought into lateral
adjustment.
It now only remains to advance it along the line of its axis until it meets the end
of the other tube, and then to secure the two together.
In order to prevent the possibility of any injury or derangement by.the striking
of one tube against the other I provide, as previously stated, for stopping the moving
tube short of the other by a few yards while the depositing steamers are getting into
position.
In order now to draw the moving tube close up to the other and into its exact
position, I employ the following means, observing that the main interiors of both tubes
are at the time cut off from the sea by watertight bulkheads placed within a few yards

page_text: of the end of each tube, the sea entering these ends. On the advancing length of
tube I have previously a conical or conoidal snout or projection i. for entering into
the adjacent tube, and guiding its own tube into a correct position. In case of the
advancing tube being in some slight degree ont of the upright, I also furnish the. two
lengths of tube with horizontal guides j. j. for correcting this slight want of
verticality. The guiding parts i. and j. are more particularly shown in Figures 9.
10 & 11. (Sheets 5. 6 & 7) which are respectively a Sectional elevation, an end
elevation, and a Sectional plan of the ends of the two lengths of the tube as
ultimately brought together. Figure 12. (Sheet 8) shows the advancing length of
tube in two different positions-one of them indicated by dotted lines-as the drawing
home of the moving tube is effected. This drawing home is so effected by the
following means. A length of steel hawser with truly formed surface passes through
a stuffing box in the bulkhead of the fixed length of tube; the outer end of it is
buoyed at the water's surface, and the inner end is led through the tube to the shore,
where a powerful steam engine and a powerful hydraulic machine are provided. A
piece of similar Steel hawser is strongly attached to the moving tube, passing through
its snout, and has its other end taken on board the leading depositing vessel. When
the latter has come into position, and the tube likewise, the ends of these two hawsers
are connected, the buoy which supported one of them being removed. The engine
on shoro then winds in the slack of the joined hawser and makes it taut. The shore
end of it is then brought to the hydraulic engine, and the moving tube is thereby
drawn up into close contact with the fixed tube, tho guidos i. and j. j. securing precise
accuracy and correspondence, observing that these tube ends, with all the fastenings,
must have been most carefully fitted to each other before, either tube was laid.
The fastenings consist of a series of bolts k. k. shown in Figures 9 & 10.,
Sheets 5 and 6. These bolts are firmly secured by screwing and otherwise to the
advancing tube plate, which is of great thickness, and are formed with tapering
shoulders to fit holes in the adjacent and equally strong tube plate with which it
comes in contact. Beyond the tapering shoulders, the bolts have projecting ends
which are screwed to receive nuts 1. 1. The effect of this arrangement is that each
bolt as it enters the tapering hole in the fixed tube plate serves as an additional guide
to secure the exact adjustment of one plate and its fastenings to the other.
In order to prevent the water from entering the tapering holes in the fixed tube
plate, strong metallic caps m. m. are fitted as shown in Figure 3. Sheet 2, these caps
being removed when the two tube plates have been brought close together, the nuts l. l.
being then applied, turned home and effectually secured. To perform these operations
workmen are admitted to the spaces between the inner and outer tubes by suitable
man-holes.
The anchoring of the tube I effect in such a case as this by a direct method as
follows: The anchors (employed for vertical anchoring) are heavy masses n. n.
Figure 15, Sheet 10, only (and not anchors such as are used in ships) and each of
them is attached to a Steel cable or rope of suitable construction.
Before the tube is taken away by the depositing vessels to be laid, each Anchor
weight n. is attached to a piece of cable of a length (ascertained by sounding)
approximately equal to the depth of water below the tube when it is in place, and this
cable is led through a stuffing box p. Figures 13 and 14., Sheet 9., in or attached to
the bottom of the railway tube, and wound upon a large reel q. temporarily placed
within the railway tube and controlled by powerful hydraulic brakes.
As soon as the tube is placed in its ultimate position, and secured to its adjacent
length, the water surrounding the snout or guide is allowed to flow into the fixed
length of tube (whence it is pumped out from the shore) and watertight doors which
have been provided in the temporary bulkheads are opened, to admit the workmen
into the newly deposited length, and they proceed to lower each of the Anchoring
weights to the bottom. This done, the anchoring cable is in each case gripped
mechanically before any slack cable is allowed to run out, and the ends within the
tube are securely and permanently made fast.
-
.I sometimes Anchor in part only by the foregoing means, supplementing the

page_text: Anchorage by other weights connected by an Anchoring Cable, one such weight (of
each pair) being lowered to the bottom, and the other simply lowered on the opposite
side of the tube until the cable becomes stretched across it. In some cases I adopt a
similar arrangement to this latter, but pass the cable around a sheave or projection of
brass or other material not much susceptible to injury from water.
The first portion of the foregoing Anchoring Arrangements, which is all that it is
here necessary to illustrate, is illustrated in Figures 13 and 14., Sheet 9, of which the
former is a side elevation and the latter an end view. Figure 15, Sheet 10., is a view
of a length of tube supported by the depositing vessels. Where it is necessary, on
account of currents, or from other causes, to anchor my tube laterally, I propose to
send out by boats and lower in distant positions on either side of the tube, anchors of
the ordinary or of other suitable kind, and as many as may be found necessary by
calculation, and to heave the cables of these Anchors taut by Steam or hydraulic
windlasses placed either within the tube, or with leads from the Shore.
These cables are led into the tube through suitable stuffing boxes, and when taut,.
are made fast and permanently secured.
In some cases I propose, where the circumstances will allow, and the length of the
tube is not very great, to build it in one length and of a curved form, the curvature
being horizontal when under construction and the completed tube being brought into
position as follows:-Its ends are brought to their places at or near the Shore, and
water is then let into watertight compartments at or near the central part of the tube's
length; this part is thus caused to sink until the tube is brought into its destined
position, with its ends either rising above the water or otherwise as may be preferred,
the connections with the Shore being then completed.
In other cases I commence a length of tube upon a building slip, launching it
downwards into the water (where that tranquil and with little or no current) from.
time to time, and extending it by further building it at the Shore end after each
launching, until the whole tube, or any determined length of it, is completed, taking
care to so load the immersed end with water ballast or otherwise as to keep it always
as nearly and exactly buoyant as possible.
I generally prefer, however, in constructing my tubes of Steel or of other suitable
material for such purposes, to build & launch first a section of the lower part of the
tube which will float saucer like upon the water, and then to complete the construction
afloat.
I will now describe another method for carrying out my Invention. The tube, in
this case, is a single tube, built in one length, and may be placed in the position shown
in Figure 16., Sheet 11, which exhibits a downward curvature, the gradient of which
may be determined by local requirements, the tube everywhere being of sufficient
depth to remain undisturbed by Storms and waves, and so arranged as not to interfere
with navigation. The tube is constructed as shown in Figures 17 & 18. Sheet 12,
respectively, and formed by preference of steel plating wrought upon steel frames, of
which the chief are worked longitudinally and continuously from end to end. Of
these continuous longitudinal frames, the five below the permanent way, and
marked r, are covered in with plating for a suitable length from either end of the
tube, there forming, with this plating and with the skin plating, a series of watertight
compartments which are to be employed for water ballasting the tube when it is to be
lowered into its place. Throughout the remainder of the length of the tube, these five
bottom longitudinals will be connected with strap plating rivetted to the Angle irons
upon the tops of these longitudinals at suitable distances from centre of strap to
centre of strap.
The continuous longitudinal frames s. at the top of the tube, seven in number, are
similarly connected by means of strap plating rivetted to the Angle irons upon the
bottoms of these frames. The spaces between these upper longitudinals form part of
the interior open space of the tube, and along one or other of these spaces the
ventilating tubes, where necessary, will be led.
The sides of the tube are supported by transverse angle iron frames t. extending from
the outermost of the five longitudinals at the bottom to the outermost of the Seven

page_text: longitudinals at the top of the tube, and are also supported by six longitudinal frames u
(three on each side) which are scored over the transverse frames and supported by
bracket plates.
As the tube itself will be made perfectly watertight, and the only water which, after
the tube is completed, will have to be removed from the tunnel, will be water of
condensation and such as may escape from the Boilers or Engines of the Locomotives,
moderate pumping power only will be necessary, and this will be arranged to draw
from the midlength of the tube, or from Stations placed intermediately towards which,
the gradients at either end will lead the water.
In order to prevent any flooding of the railway or tube by means of Stormwaters
flowing down through the approach cuttings, suitable wells or reservoirs will be
provided near the entrance to the tube, and should these in some countries be deemed
insufficient, watertight doors to be kept ordinarily open, but capable of being readily
closed, may be fitted at each end of the tube; or, if considered desirable, a portion of
the Approach cuttings may be roofed over. The Anchoring will be effected mainly
from the exterior of the tube by a steam vessel employed for the purpose.
The tube, as before stated, will be constructed continuously in one length, but
progressively, the first portion of say 600 to 1000 feet in length (according to conveni-
ence) being built upon the shore and thence launched, and the remainder completed
afloat. When completed, the tube will be brought into its position and placed in the
manner illustrated in Figures 19 to 22. (Sheet 13) inclusive (in longitudinal and
transverse Sections), which apply to either or both shore ends of the tube.
The railway cutting at a suitable gradient will be excavated nearly into the water as
shewn in Figure 19. Sheet 13 (or in some such manner modified from this to suit
the conditions of the rock or soil.) The masonry bed v. for the reception of the tube
will then be built, and a temporary dam w. of timber (or other convenient material)
erected, firmly shored from the sides or bottom of the cutting and made watertight
with concrete, all as shewn in Figure 20. Sheet 13. The block of rock left at the
end of the cutting marked a (in Figures 19 & 20. Sheet 13) may then be removed
and the tube floated into the position shewn in Figure 21. Sheet 13. The tube may
then be lowered into its place (under proper control at each end) by the admission of
water into the watertight compartiments at the ends, and concrete may then be thrown
down to fill up the space between the tube and the rock. Any water that may remain
between the tube and the dam may then be pumped out, and the masonry work at the
tube entrance may be completed as shewn in Figure 22., Sheet 13, or otherwise as
may be considered desirable.
The tube, when completed, may be equipped before it is placed with so much of its
ballasting and Anchoring weights and cables as will nearly immerso it, leaving only a
portion of it at each end above water, its ends being effectually closed, of course, by
temporary watertight bulkheads, placed at or near its extremities.
The system of Anchoring which I propose for this case is an application of the
ordinary chain cable Capstan gear, commonly employed in large ships. I propose to
use, by preference, chain cables in lieu of wire ropes because of the great facility for
raising and lowering which the chain cable and its apparatus afford, although I do not
limit myself to the use of chains.
I propose to employ cable of a great excess of strength to provide against deteriora-
tion, and to make the Capstan arrangements such that after the lapse of a few years,
the cable and its attached weights may in every part be brought up to the bottom of
the tube for examination by divers, and such that any greatly deteriorated cable,
should such be found, may be replaced by a new one.
As it is necessary to heavily ballast the tube throughout, I find it convenient in
some circumstances to apply part of the ballast in the form of weights balancing, or
nearly balancing, the Anchoring weights, as shewn in Figures 23 and 24., Sheet 14,
which are transverse & longitudinal views respectively. It will there be seen that
weights nearly equal in amount are attached to each end of an Anchoring cable, which
cable passes over a cable-holder y, of usual form, but of large size.
The length of each cable is regulated by the depth of the water, being made

page_text: sufficient to allow one weight to remain from 20 to 30 feet below the bottom of the
tube when the other weight is upon the ground.
The means of supporting & working the cable-holder from the interior of the tube,
are shown in Figures 25. 26 and 27., Sheet 15, which are a transverse, longitudinal
and horizontal plan respectively, and which every engineer will at once understand.
Two "powers" are supplied, one for quick; and one for slow motion, these being
communicated to the cable-holder by means of a spur pinion gearing into teeth cast
upon the face of the cable-holder.
The balance weight z (Figures 23 and 24. Sheet 14) is of an elongated form as
shown, so as to work clear of the cable, and the Anchoring weight ¹ (same Figures) is
of a flatter form with rounded bottom or with other form of bottom adapted for obtaining
efficient support as soon as it comes upon the ground, notwithstanding irregularities in
the bed of the Channel. The ballast weight and Anchoring weight being nearly
balanced (the preponderance being decisively in the Anchoring weight) the force
requisite to work the cable and to lower the Anchoring weight to the ground is but
differential & moderate. After the Anchoring weight has reached the bottom, the tube
is kept from rising only by the weight itself. The cable-holder is then secured within
the tube.
I will now describe a further method for carrying out my invention, adapted for a
cheap and simple application of my system in a lake or elsewhere, where it may not be
deemed necessary to place the top of the tube more than a few feet below the surface.
The tube, in this case, is built in one length, rectangular in Section, and constructed
as shewn in Figures 28 & 29, Sheet 16, which are a transverse Section and a
longitudinal elevation respectively.
The tube is formed by preference of Steel plating wrought upon steel frames of
which the chief are worked longitudinally and continuously from end to end.
Of these continuous longitudinal frames, the 2 nearest the sides of the Tube at the
top and bottom, marked A in Figure 28, Sheet 16, are covered in with plating from
end to end, forming with this plating and with the skin plating, a series of watertight
compartments of which those at the bottom of the tube may be employed for controlling
the tube by water ballast whilst it is being lowered into its place. The continuous
longitudinal frames are further connected together by means of strap plating rivetted
to Angle irons on the edges of the longitudinals. The spaces between the 4 central
upper longitudinals form part of the interior open space of the tube and may be
utilised for ventilating purposes.
The sides of the tube are supported by continuous Angle frames B, extending
between the longitudinal plates before mentioned and secured to them by means of
bracket plates & Angles.
On the top of the tube is a layer of solid Concrete or other suitable material for
preventing injury to the tube by the accidental fall of anything through the water. A
single line of rails c is also shewn on the top of the tube, on which will run a travelling
steam machine to be used for depositing the Anchoring arrangements as hereinafter
mentioned.
The tube in this case may also be built progressively, suitable lengths being
constructed upon the shore, launched from thence and brought into their relative
positions, and the structure completed afloat by the use of a suitable dam or cofferdam
which is brought,over the ends of any two lengths of tube about to be connected.
When completed, the tube will be brought into its position & placed in a similar
manner to that illustrated in Figures 19 to 22, Sheet 13, and hereinbefore described.
In this case, the Anchoring arrangements are very much simplified, and most of the
Apparatus for lowering the Anchors is dispensed with. The Anchoring will be
effected by means of a travelling steam machine, which will run. upon the top of the
Railway Tube upon rails provided there for the purpose as before described.
In this case, for the purpose of Anchoring, I employ single Anchors or heavy masses
arranged and fixed directly opposite on each side of the tube at suitable distances
anart

page_text: Those Anchoring weights are attached to the tube by means of Cables D and Cable-
holders E. The Castings F at the lower part of the tube for retaining the cables
against the side are of a very simple character, and are formed with a loose sleeve or
cylinder so fitted that when the cable is passed within the casting, the sleeve is pushed
or slid over the aperture through which the cable passes and is secured in that
position.
The sleeve or cylinder is so arranged as to be capable of revolving, and thus prevent
the chafing of the cable, whilst at the same time efficiently retaining the Cable in its
proper position. The cable is passed over the fixed cable-holder E at the top of the
tube and the end firmly secured to the side, thereby securing a rigid attachment
between the Anchoring weights and the tube.
In lieu of the methods of constructing my tubes of steel or iron as hereinbefore
explained, I sometimes construct them with steel or other like frames for providing.
the necessary strength, with walls of hydraulic cement, brickwork, or stonework, or
other materials less liable to deterioration than steel &c, and so arrange the parts that
only the outer edges of the steel frames are accessible to the external water.
For facility of construction or placing tubes so formed, I sometimes build them with
an outer iron skin which can be allowed to perish in the course of years without
impairing the necessary strength of the structure.
In lieu of Anchoring my tube, where the lengths are not great, I sometimes prefer
to add to their vertical or lateral, or both vertical and lateral strength by forming them
as very strong girders, after any of the methods known to, and approved by, the
builders of bridges, or after any other suitable method.
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 tube itself or as regards the
means of depositing, connecting and anchoring its several parts, as these may be varied
in a great many ways; nor do I confine the use of my submerged tubes to railway
purposes only (although that is their primary object) for they are equally applicable
to the purposes of ordinary foot, or carriage, or tramway traffic through intervening
On the other hand 1 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 :-
waters.
:-
First. The method of establishing railway or other communication through
intervening Straits, Rivers, Lakes or other waters by means of watertight buoyant
tubes of any suitable material immersed in such waters between the surface and the
bottom placed in communication with the opposite shores, the buoyancy of such tubes
(whether aided or not by floating bodies) being employed in sustaining the weight
thereof, and so far as may be necessary in sustaining likewise the weight of any
railway trains, tramway trains or other like means of transit for goods and passengers
through them, and of any Anchoring, pumping, ventilating or other apparatus which
it may be requisite or convenient to place in them.
Second. The various means of, and appliances for, carrying out my said invention,
herein before set forth and illustrated so far as necessary in the Drawings hereunto
annexed and all such other means and appliances as may be but variations thereof or
substitutions therefor.