Marine or Ocean Railways.
Year: 1892

page_text: Date of Application, 2nd Mar., 1892
Complete Specification Left, 7th Nov., 1892-Accepted, 2nd Mar., 1893
PROVISIONAL SPECIFICATION.
Marine or Ocean Railways.
THOMAS HENRY HALL Heights Heckmondwike in the County of York Waste
Dealer do hereby declare the nature of this invention to be as follows:-
The invention that I describe by the above name or title, has for its object a
method of construction for ocean railways, and might be available to cross any
ocean, sea, or deep water. The character of this railway would be a floating
structure although provision is anticipated and made to allow for passage of ships
and vessels to cross the structure at any number of places, where passage for vessels
might be considered beforehand necessary or convenient.
The employment of half cylinders attached side by side in parallel or longitudinal
sections is the fundamental or initial idea for giving buoyancy and stability to the
structure.
A fairly accurate idea of the half cylinder I would employ, may be had by
supposing the outer shell of a Lancashire boiler including ends, to be cut in half at
the equal diameter or half circle, but with an overlap or ledge at the half circle on
every side including ends of (say) one quarter the diameter of half cylinder to be
made use of. The shape and form of cylinder here indicated may be the only one
referred to further in this or any future Specification, in order to keep my method
or idea as much as possible from confusion but it is not overlooked that a form of
float or support in the shape of a V or inverted triangle; or a merging of the half
cylinder with the inverted triangle to a form resembling a ship's keel, might both
be better, or more easily regulated in buoyancy than the half circle, and I beg that
any of these forms either in alternate or part sections, or as whole lengths in
continuity, may be considered as equally intended for protection of Patent, if not
further referred to in drawings or Specifications.
Several sections or breadths of the half-cylinders above indicated, would be
attached side by side or in longitudinal or parallel lines to any breadth of structure
that might be thought necessary.
The half cylinder would be floated at the equal diameter, but with the concave
or hollow uppermost.
A space between all the half cylinders is provided below the attachment at
diameter, which it is thought would help to regulate the buoyancy and give general
stability to the line.
The overlaps or ledges at every side of the half tube, at the half circle, would
provide this space, and would be kept at their full breadth of seperation by plate
supports of iron; steel or wood either on the underside of the ledges, or above, or
both to give required strength. By an overlap of one quarter the diameter of
cylinder employed, a space between all the inner sections would be made at the
joint or attachment, equal to half the diameter of one cylinder section, but this space
is only theoretical, and might be increased or narrowed without infringement of the
idea that I hope to convey by these particulars. The two outer ledges of the line
are given for example, as equalling half the diameter of half cylinder employed, or
same as the inner spaces between sections of cylinders.
In
The spaces formed by the two overlaps at the ends of the half cylinders are
intended to be supported in the same way as the horizontal spaces, except the
supports attaching them would be placed across the line or main structure.
order to anticipate any undue rolling; swell, or motion, and also to assist the general
stability and strength of the entire structure, it is here provided to attach at any
and every distance that might be found necessary, several sections in length, which
would be placed in the form of a T to the main structure, and stand out at both

page_text: sides of the main line to several times its breadth. These T crossings are here
given as being formed exactly like the main line, but the horizontal half tubes
would cross the main line at both angles, and be placed with the sides of the half
tubes to the ends of the main line half tubes. It is here considered that by making
any of these T crossings in double' horizontal rows, and making them both for
length and breadth of very great supporting buoyancy they might be the means of
supporting a canal or aqueduct deep enough to allow the passage of any vessel even
of the most modern draught. The canal or aqueduct itself need not get to more
than full breadth, of the main line made use of, in order to make the main line
continuous, and as a whole structure, but the T crossing tubes, or half cylinders
standing at both angles of the main line in cross sections; might be made to any
breadth and length to give sufficient buoyant support to the aqueduct, or canal;
which canal itself would be supported at both sides by these cross or T sections of
half cylinders.
The canal or aqueduct is thought to be necessary to give continuity to the main line
or structure, and is here only described as a large half circle or half cylinder,
attached with the concave uppermost at the equal diameter or half circle to the
Tor cross sections of the main line before mentioned.
This half circle, owing to its necessity for passage to vessels across the main line,
is not described as having any ends, and would depend for its floating support on
the cross sections of half cylinders, attached to both sides of its diameter by overlap
and strengtheners as in the main line construction. It may be mentioned here, that
a full circle might be found possible for ship's passage and would be a stronger
continuity to the main line than the half circle below water.
Provision for dead weight anchorage is made at both sides of the main line, and
at any or every part of it, by leaving all the supports of the structure, crossing the
line at the ends of the half cylinders, longer at both sides than the actual line or
cylinder spaces supported. These outstanding ends at each side would be the
support for a continuous line of rail supports along the whole length of structure,
and would be sufficient it is thought to keep the structure steady by heavy dead
weights even without actual anchorage, except where anchorage might be easily
obtained. Besides acting as support for anchorage and dead weights, the cross
supports of the structure along with the overlap at each side of the main line might
be made use of as supports for two outer sides to stand above the main line to any
required height along its entire length. They have also in view here the providing
of supports for sides to go below the water mark or level, in case such sides under
water might be required to regulate the buoyancy or rolling of the structure in
addition to the anchorage or dead weights provided by the extra railings or dead
weight supports.
No indication is given in the foregoing particulars of the actual material to be
employed in such a structure, as durability and prevention of chemical decay would
be considerations in an actual marine railway that it is thought need not encumber
the main or initial idea for such a construction here, but I have had in mind the
employment mainly of iron and steel either seperately or in combination, although
the floating sections indicated in the foregoing particulars might be made mostly. of
wood and available for a structure of this nature.
The sleepers usually employed on land railways for actual support of the lines or
metals, would have an equivalent in my marine railways, and whilst used for actual
support of the lines or metals, would be intended to act at the same time as stays
and supports for the floating sections of the structure.
The work diameter in the foregoing particulars has been always used to mean
the full breadth of a complete cylinder or circle.
Dated this First day of March 1892.

page_text: COMPLETE SPECIFICATION.
Marine or Ocean Railways..
THOMAS HENRY HALL Heights Heckmondwike in the County of York Waste
Dealer 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 invention that I describe by the above name or title, has for its object a
method of construction for ocean railways, and might be available to cross any
ocean; sea, or deep water.
The character of this railway would be a floating structure, although provision is
anticipated and made, to allow for passage of ships and vessels to cross the structure
at any number of places, where passage for vessels might be considered beforehand
necessary or convenient.
},
The employment of half cylinders attached side by side in parallel or longi-
tudinal sections, is the fundamental or initial idea for giving buoyancy and stability
to the structure.
A fairly accurate idea of the half cylinder I would employ may be had by
supposing the outer shell of a Lancashire boiler including ends to be cut in half at
the equal diameter, or half circle; but with an overlap or ledge at the half circle
on every side including ends of (say) one quarter the diameter of half cylinder to
be made use of.
The shape and form of cylinder here indicated may be the only one referred to
further in this or any future Specification in order to keep my method or idea as
much as possible from confusion, but it is not overlooked that a form of float
or support in the shape of a V or inverted triangle; or a merging of the half
cylinder with the inverted triangle to a form resembling a ship's keel; might both
be better or more easily regulated in buoyancy than the half circle, and I beg that
any of these forms either in alternate or part sections, or as whole lengths in
continuity, may be considered as equally intended for protection of Patent, if not
further referred to in drawings or Specifications.
Several sections or breadths of the half cylinders above indicated, would be
attached side by side or in longitudinal or parallel lines to any breadth of structure
that might be thought necessary.
The half cylinders would be floated at the equal diameter, but with the concave
or hollow uppermost.
The closing of the half cylinder sections at the half circle, by adding the side
(with sufficient supports) that would complete the half cylinders as tubes, and also
addition of the upper side, to make a full triangular tube, of a V shaped or similar
section were made use of; is intended and indicated for these Specifications, as
being more safe than open sections, and might be found necessary to the permanent
structure finally; but the attributes of the half cylinders to act as open boats that
might be regulated by ballast to almost any extent, may prove of great use and
help in the actual launching; floating or building deep water railways, and I rely
to some extent on this quality of the floating sections for the steadiness necessary
to their attachment. during construction.
Their attachment first, as open half cylinders, or as closed tubes, might be varied
to meet varying conditions and surroundings, and any reference to the floating
sections, as half cylinders; half tubes or other term, is also intended to imply their
completion as tubes (where preferred) in the half cylinder or other shape
mentioned.
In completing the sections as tubes, either before or after attachment to the
general structure; each and every section, or any preferred number, might have a
round; square, or oblong manhole on its upper side, which I should prefer to be
elongated as a round; square, or oblong tube towards the deck, or running platform

page_text: of the structure, to any required or preferred height. This would allow internal
examination of the seperate sections, and the elongated tubes, as manholes, might
be made a source of strength or cohesion between one cylinder section and others
surrounding it.
A space between all the half cylinders is provided below the attachment at
diameter, which it is thought would help to regulate the buoyancy, and give general
stability to the line.
The overlaps or ledges at every side of the half tube at the half circle would
provide this space, and the spaces made by the combined sections would be kept at
their full breadth of separation by plate supports of iron; steel, or wood either on
the underside of the ledges, or above, or both to give required strength.
By an overlap of one quarter the diameter of cylinder employed, a. space
between all the inner sections would be made at the joint or attachment equal to
half. the diameter of one cylinder section, but this space is only theoretical, and
might be increased or narrowed without infringement of the idea that I hope to
convey by these particulars. The two outer ledges of the line are given, for
example, as equalling half the diameter of half cylinder employed, or same as the
inner spaces between sections of cylinders.
The spaces formed by the two overlaps at the ends of the half cylinders are
intended to be supported in the same way as the horizontal spaces, except the
supports attaching them would be placed across the line or main structure.
The spaces between the floating half cylinders above described or indicated seem
to me the likeliest to minimise roll and motion compatible with sufficient buoyancy
in a given breadth.
This consideration, however, is regulated or controlled to some extent by the
important object of keeping a structure of this nature as safe as possible, in case
of being struck by any vessel or extraneous object. The safety of the whole
structure, therefore, seems to me best promoted by making each and every floating
section of the structure virtually a separate and self-contained floating compartment
of the whole.
.
The words overlap; overlaps; or ledges, to describe providing of spaces between
the half cylinder sections; have seemed the most likely to give a distinct and
definite idea of the spaces intended, but it is anticipated that a seperate attachment
between the half cylinder sections might be preferred that need not form, necessarily,
an actual part of the half cylinder sections as overlap, and the words overlap ;
overlaps or ledges as used are intended to be construed liberally to meet any
seperate attachment equivalent to overlap overlaps, or ledges between the half
cylinder sections.
The placing of stays on the convex side of the half cylinders either longitudinally
between one half cylinder and the next ones to it on each and both sides; or the
attaching of stays convexly from the floating diameter towards the base of the
half cylinders; or, across the ends from one half cylinder to the others below water
line and across the main line, or whole structure; or from one cylinder to the next
before and after it standing in longitudinal line have all seemed to me liable to act
as cut waters that might mar or counteract evenness of buoyancy in the structure,
but this objection to their use in the forms mentioned might be overruled where
extraordinary strength in a floating structure might be of paramount importance
compatible with sufficient float.
The use and attachment of stays or strengtheners on the convex or water sides
of the half cylinder sections as described, are indicated for choice or preference
where conditions and surroundings might make their use necessary or advisable.
The inherent weakness of the general structure however, seems to me most
apparent in the spaces indicated; and is the reason for my suggesting the attach-
ment and floating of the half cylinder sections at the equal diameter or half circle,
but I would not have this construed or understood to mean that the structure might
not float at a draught deeper in the water than might be represented by the depth
of half cylinder made use of. If a deeper draught in the water should be necessary,.

page_text: I would raise the upper portion of the structure, or what may be called the platform
of the structure; by placing intersecting iron or steel girders or timbers (according
to the nature of structure) mainly above the spaces between the half cylinders,
both longitudinally and across the line. The intersecting girders or timbers here
indicated while intended to give sufficient strength and cohesion to all the half
cylinder sections; would deepen the hollow or trough above all the half cylinder
sections, and continue the fundamental character of the structure, by making every
cylinder section of the structure resemble to some extent a ship's hold.
I would stay or strengthen the structure according to the manner last indicated
or described without any actual necessity for deepening the trough or hollow of
the half cylinder sections, rather than employ any stays on the convex or water
sides of the half cylinder sections, except the plates of attachment or first support
to the sections, or where conditions might require stays and strengtheners on the
convex or water side of the half cylinder sections.
As in the case of land railways, I would employ sleepers of either timbers or
girders of steel or iron (as the nature or material of structure to be built might
determine) but would let them either cross the whole breadth of structure, or
intersect, so that while acting as support for the running metals and trains, they
would at the same time be a source of further strength and cohesion to the whole
structure and the trains would virtually pass over a succession of ships' holds
almost continuous, and on a platforin resembling a ship's deck to their
destination.
In order to anticipate any undue rolling; swell or motion, and also to assist
the general stability and strength of the entire structure, it is here provided to
attach at any and every distance that might be found necessary, several sections in
length, which would be placed in the form of a T to the main structure, and stand
out at both sides of the main line to several times its breadth. :
These crossings are here given as being formed exactly like the main line,
but the horizontal half tubes would cross the main line at both angles, and be
placed with the sides of the half tubes to the ends of the main line half tubes.
It is not intended to limit intersecting or interserting of the main line to a single
section in breadth of the T or cross sections. Any number of section breadths
standing or placed transversly to the main line; might intersect the main
line, in order to fulfil the steadiness and support, intended as the object of their
employment.
It is here considered that by making any of these T crossings in double horizontal
rows, and making them both for length and breadth of very great supporting
buoyancy, they might be the means of supporting a canal or aqueduct deep enough
to allow the passage of any vessel, even of the most modern draught. The canal
or aqueduct itself need not get to more than full breadth of the main line made
use of, in order to make the main line continuous, and as a whole structure, but
the crossing tubes, or half cylinders standing at both angles of the main line in
cross sections; might be made to any breadth and length to give sufficient buoyant
support to the aqueduct or canal; which canal itself would be supported at both
sides by these cross or T sections of half cylinders.
The canal or aqueduct is thought to be necessary to give continuity to the main.
line or structure, and is here only described as a large half circle or half cylinder,
attached with the concave uppermost at the equal diameter or half circle, to the T
or cross sections of the main line before mentioned.
This half circle owing to its nécessity for passage to vessels across the main
line, is not described as having any ends, and would depend for its floating support
on the cross sections of half cylinders attached to both sides of its diameter by
overlap and strengtheners as in the main line construction.
It may be mentioned here that a full circle might be found possible for ships'.
passage, and would be a stronger continuity to the main line than. the half circle
below water.
The canals. necessary for passage to vessels across the main line structure,

page_text: indicated in my Provisional Specification by the above transcription; are given in
the form of half cylinders for aqueducts as being less liable to put sinking strain on
the opposite sides of the T crossing sections (or what may be called the shores of
the canal) while giving the necessary strength of cohesion and continuity to the
main line structure; than would be caused by placing girders at an equal depth in
the water unaided by any aqueduct in the form of a half cylinder. On considering
further the conditions and surroundings of the aqueducts, it seems very probable
that a deep water railway would be built to a breadth; greater or wider in
proportion to the actual running metals than is usually provided for the actual
running line on a land railway, and a breadth of canal (reckoning the breadth
transversly to the main line) might be employed; less or narrower than the main
line construction, and might also be aided, preferably by aqueducts or canals
attached to the outer shores of the T or cross sections, at cach or both sides of the
main canal.
The conditions imposed on providing canals or aqueducts sufficiently wide, and
deep enough for ships and vessels of modern breadth and draught to cross or pass
the structure; are added to in the case of providing for the running of trains across
or over the canals or aqueducts; as, besides necessary breadth and depth; the
masts gearing and other appendages of such vessels overhead require to be kept
clear from obstruction during their passage through the canals, while I purpose to
keep the running platforms of the crossings on a practically running level with the
main line of the structure; or with no more rise and fall than must. usually be
required by bridging over level crossings on a land railway.
!
Under these conditions which seem equally combined as inflexible, I am quite
uncertain if the principle of any turnbridge; drawbridge, or other appliance or
appliances now provided for crossing rivers and other obstructions could be made
practically available or adaptable for crossing the canals or aqueducts indicated in
this Specification. I describe or outline a bridge or crossing here that seems to me
likeliest to provide a running platform, or continuance of the main line over the
aqueducts or canals from shore to shore, or where the main line may be interrupted
by canals necessary for passage of ships and vessels.
I cannot avoid in this case indicating the attachment of strong girder stays below
water with the object of assisting the inherent strength of the aqueducts to bear
appliances for intermediate support to the bridges or running platforms necessary
to cross the aqueducts. As in the case of the aqueduct itself; the actual support
of these girders would be the cross or T sections of the main line increased to any
necessary buoyancy as previously described.
.
I would make the girders come in contact with the aqueduct at each and both its
convex sides, and also at the base or deepest part of aqueduct in the water, by
additional intersecting girders that might even extend by intersection below the
canal draught from shore to shore, or each interrupted side of the main line.. The
girder stays below water attached to the aqueduct, and each supported in
conjunction and co-operation with the other; would be the stays for locks to cross
the canal at each and both sides of the main line from shore to shore.
The locks here indicated, although intended to be of the ordinary kind for passing
and re-passing ships into dry dock, and for purposes of retarding or retaining
water would not be used for the same objects in this case, but would have in view
the use of being first aid and part intermediate support to a drawbridge, or double
drawbridge worked from each shore or main line side of the canal.
For such first aid and support I would make the locks run practically parallél
with each other when closed, and each when closed in a direct or longitudinal line.
with the main line continuation.
"
Each pair of locks from shore to shore of the canal would have a double row of
running plates; rails, or metals attached to their tops, of which metals, each and
both rows standing at the inner or closed side of the canal; would be higher, or
raised above each outer side of the metals.
The locks and rails or metals would be traversed from each and both shores of

page_text: the canal by a drawbridge having double rows of wheels at each of its sides that
would keep on a practical running level by having the outer wheels of a deeper
radius than the inner wheels of the drawbridge to meet the lower level of the rails
or metals running on the outer sides of the locks.
Each and both drawbridges would have ribs from side to side, nearly to the
running wheels, and deep enough to get below the tops of the locks, in order to
form a barrier against collapsing of the locks inwards; while, besides the outer
wheels running at a deeper level; a side, deepened to get below the locks tops and
extended to the length of each drawbridge, might be added as further additional
protection against bulging of the locks outwards.
These
My main reliance, however, both against bulging and collapsing of the locks ;
and also for the main intermediate support of the drawbridges; would be powerful
rods attached to each and both convex sides of the aqueduct at the point of contact
most likely to receive full support of the assisting girders below water.
rods, working outside the locks when closed, would be attached to the deeper sides
or towards base of the aqueduct, and would move at their tops towards opposite
shores of the main line interruption; or transversly with the actual canal; that is,
they would close from each shore or side of the aqueduct towards its centre, and be
fixed to form no barrier or obstruction in the canal when open. I would attach
these rods to the outer sides of each drawbridge, but, at or towards the ends of the
drawbridges that would close in the canal space. Each rod would be attached and
work on pins at the outer side or edge of each drawbridge, much in the same way
that a piston is attached to the crank rod on a fixed engine, and the rods previously
described for intermediate support of the double drawbridges would, in their use
here, either require a crank or equivalent to a crank in order to get the increased
length necessary for closing the drawbridges.
The term rod as here made use of, does not mean necessarily, a single piece of
round or square iron, or steel, or other material that might be employed, but is also
intended to imply the use, if preferred, of broad sheets of steel or iron, or other
material, sectioned to any breadth that might conduce to strengthen their support
to the drawbridges while giving strength and cohesion to the locks they would
traverse.
Two rods from each shore of the canal would seem necessary, but any number
might be employed as assisting support; if placed to give no obstruction to the
channel or canal passage when opened for ships' passage.
I do not assume, in
describing these crossings, any completion of the aqueducts as whole circles, and I
avoid here at the same time any obstruction overhead from shore to shore of the
canals, that would limit any space in the aqueduct channels, but I may indicate
the erection of strong perpendicular pillar columns on each and both shores of the
canal, or on each main line side of the canal. The perpendicular columns here
indicated are intended as additional support to the under girders for attachment of
mechanical or other appliances necessary to move or sustain the locks and draw-
bridges. I would make one object of the upright pillars to be the support for
groved pulleys for mechanical working of ropes (either of steel or iron wire, or
other preferred material). The ropes, worked from each shore or side, of the
aqueduct might lend assistance to any other appliance or appliances for opening or
closing the crossings and by attaching the ropes ends nearest the aqueduct
channel; to either the crank rods or to the ends nearest the channel, of each
double drawbridge; they would add safety and strength to the locks and draw-
bridges; besides the crank rods worked transversly, attached to the aqueducts and
under girders below water.
The ropes running outwards, or at the main line side of the perpendicular pillars,
might be weighted by heavy dead weights to give what may be called collateral
support to the drawbridges, in the manner, and for the same object that suspension
bridges are usually stayed or weighted at the shore ends. The weights indicated
for additional support of drawbridges, would rise and lower with the closing or
opening of the drawbridges; but, although, ropes with dead weights at the shore

page_text: ends of the canals are here mentioned, supported by perpendicular pillars raised
considerably above the main line level; I should prefer both pillars; groved
pulleys and ropes to be made part of the machinery for actually opening the draw-
bridges, while acting at the same time as additional support and strength to the
drawbridges when closed.
Although I have avoided any attaching one to another of the upright columns or
pillars standing at opposite sides of the aqueducts by any shape or form of beam
connection, this may be only fear of being too theoretical, and does not seem to
apply to the upright columns or pillars erected on the same shore, or main line side
of each canal. Any or all the upright columns erected on the same shore, or main
line side of the channel, might be connected by either horizontal or other preferred
shape of beam attachment, and would probably be more available and better
adapted for most mechanical appliances in the attached form, if placed high enough
to form no barrier or obstruction to passage of trains, or for appliances necessary
for building of the main line in continuity.
The graduated closing of the aqueducts by locks, strengthened and made greatly
adhesive by drawbridges ribbed on the inner sides; while the outer channel would
be traversed by powerful rods to help both as adhesion for the locks and at same
time as support for the drawbridges, added to the collateral support provided from
each shore by upright girders with groved pulleys to work wire or other ropes,
are the intermediate supports indicated to support a drawbridge in single length
that would cross the aqueducts from shore to shore, and rest on each side of the
channel or on the cross sections of the main line near to or at their attachment to
the sides or shores of the aqueduct. The single drawbridge here indicated to make
the main line continuous between the interrupted cross sections, or from shore to
shore of the aqueducts, would be the actual running platform or bridge across
each aqueduct or canal. Each of the drawbridges necessary to complete a support
bridge across the locks, would be provided with rails or metals on its upper surface
and along its entire length to form a running platform for the single bridge forming
the main line continuation, as the locks would form a guide or platform for the
double drawbridge itself. On the main line forming the immediate shores of the
canal, sets of rails or metals would be made to conform with the level of the rails
on the locks tops, and also with the rails or metals on the upper lengths of the
double drawbridges. The graduated lines of rails here indicated would be the
retiring rails and rest supports for both the double drawbridge, and the main line,
or single bridge crossing, when required to be opened for the passing of any vessel
through the channel or canal.
The direct and longitudinal action of both the main line drawbridge and the
double drawbridge to, and over the half cylinder sections of the main line, and in
the vicinity of the T or cross sections of the main structure, would seem to afford
ample accommodation for attachment of any direct acting mechanical appliances
or powers; or for the storage and working of any hydraulic ; steam or other
power that might be preferred as best adapted to the surrounding conditions, and
I do not point out any particular mechanical appliances, or any particular motive
power for closing and opening the crossings or bridges of the main line running
way.
The employment and providing of auxiliary forms or appliances intended to act
as equivalents to anchorage and also to regulate buoyancy or rolling of the
general structure are anticipated or indicated in my Provisional Specification as
follows.
Provision for dead weight anchorage is made at both sides of the main line, and
at any or every part of it, by leaving all the supports of the structure, crossing the
line at the ends of the half cylinders, longer at both sides than the actual line or
cylinder spaces supported. These outstanding ends at each side would be the
support for a continuous line of rail supports along the whole length of structure,
and would be sufficient it is thought to keep the structure steady by heavy dead
weights even without actual anchorage except where anchorage might be, easily.

page_text: obtained. Besides acting as support for anchorage and dead weights, the cross
supports of the structure along with the overlap at each side of the main line
might be made use of as supports for two outer sides to stand above the main line
to any required height along its entire length. They have also in view here the
providing of support for sides to go below the water mark or level, in case such
sides under water might be required to regulate the buoyancy or rolling of the
structure in addition to the anchorage or dead weights provided by the extra
railings or dead weight supports.
The dead weights as anchorage are intended more definitely to take the form of
chain or rope cables attached at one end to the rails available for their use on the
main structure in the manner ordinarily employed in attaching ships' cables,
while the ends of the cables bearing the dead weights would lower into deep water
and gravitate at a depth best calculated to effect the object of their employment.
The rails intended as support and attachment for dead weight cables are
described preferably to be fixed outside the boundary of the main line, as defined
by the outer sides standing above the running platform. They are also indicated
theoretically to be as unattached to the actual half cylinder sections as may be
compatible with the fulfilment of the use for which they are provided. This
position is assigned in order to make their supervision, regulation, removal or
repair to interfere as little as possible with the main line running way; but the
more serious consideration of their effect on the general equilibrium would control
and regulate this practically. The internal ballasting of the half cylinder sections
forming the main construction, and the extent to which such internal ballasting of
the half cylinder sections might safely and preferably be carried, would also
determine to a great extent the use of auxiliaries as anchorage and might indicate
the best position for their attachment.
The dead weight anchorage rails on the outer boundaries of the main line seem
to me available for the support of scaffolding or bearing buoys that might be useful
in building a deep water structure, and are referred to later on with this object, in
describing systems of erecting such a structure.
The outer sides of the main line forming its boundary above the running level,
would be, to a great extent, in the nature of bulwarks to a floating railway, and
under some conditions and surroundings such opposite sides or bulwarks might
require to be connected by beam or girder connection to form a covered way for
the running line, with the object.of resisting overflow of wave water to the main
line.
Wherever such covering in of the running line might be either necessary or
preferred, the connecting beams or girders would be designed and made to resist
both bulging and collapsing of the sides or bulwarks, and the connections for this
purpose would greatly strengthen the structure as a whole.
The possible impediment or obstruction of the sides or bulwarks to all and every
form of erecting or building a deep water railway, has not been overlooked; but
their attachment or erection by gradual and graduated portions towards any
required height, seems practicable under almost any circumstances, although their
attachment and form would be controlled by conditions best arrived at tentatively.
The sides under water indicated or referred to, as transcribed from my
Provisional Specification; have in view eventual conditions where a current or tide
might flow so strongly in one particular direction as to place severe strain on the
attachments and continuity of the structure. The sides (so called) are intended to
imply the use of any preferred material that might take a shape or form of fixed
or movable rudder, with the object of counteracting flow of tide or current, where
too strong in any one particular direction.
The necessity for preserving a floating railway from swerve or sway may be of
paramount and vital importance, but this object will, it is hoped be anticipated and
provided for to a great extent by the intersecting positions of the longitudinal and
cross spaces of the whole construction previously indicated.
The intersecting positions of the spaces also seem adapted to lend effect to

page_text: auxiliary rails, or equivalents to rudder appliances below water, and in case of
conditions more than usually conducive to sway or swerve, any portion of the
structure might be increased in either breadth or other direction outside the
actual running platform or main line; to afford support to extra auxiliary rail
or rudder appliances, if necessary to counteract such conditions.
I rely, therefore, on the inherent character of the structure, with its adapta-
bility to attach and support any shape or form of rudder equivalents below
water; that might be increased; left out, or varied at almost any required place
or position; to practically overcome. or prevent dangerous sway or swerve;
although the exact attachment of rails or rudder equivalents would probably
depend to some extent on varying conditions, which cannot be theoretically
determined.
In describing methods to be adopted in the actual launching, floating or
erecting deep water railways I try to seperate and distinguish several systems
in order to define their employment more clearly and to keep their indication as
much as possible from confusion.
My first object in commencing a deep water railway would be to establish a forge;
foundry or depôt near the shore end of the line to be erected, and would supply such
foundry or depôt with the necessary powerful crane and other appliances ordinarily
employed for constructing, moving and loading heavy sections of bridge, and other
similar girder structures. The object of the depôt or foundry here referred to
would not be necessarily actual forging of the sections, unless forging of the sections
in this situation might be preferred; but has more in view attaching, arranging
and moving of the sections, in order to lend the assistance of forge or foundry
with all its appliances to the general construction. I would next establish direct
and uninterrupted railway communication between this foundry or depôt on shore
and a large cross section of the deep water railway to be constructed, which
Tcross section would act as a landing stage, or basis of operations for launching
and attaching further sections of the main line in continuance. From the shore
and shorewards, I would operate with two or more railway engines, and with at
least two movable and powerful crane trucks usually employed by land railway
companies in moving and loading heavy bodies. Next to the movable cranes and
seawards to them I would employ two or more powerful movable trucks strong
enough together to bear and support a whole section breadth of the main line half
cylinder sections.
The trucks for support and conveyance of the half cylinder sections towards
their place of attachment might have movable screw appliances both on their sides
nearest shore and also next the water in order to form an inclined plane in
either direction and to more effectually aid and assist in the launching and attach-
ment of the sections. The engines; truck cranes and launching trucks, would
stand from the shore in the categorical order here indicated that is, the engines
nearest shore, then cranes, and afterwards launching trucks. This order seems to me
least likely to be obstructive and most available for the object of their employment.
Seawards of the structure to be launched I would employ two steamers, each and
both to have one powerful crane, or any convenient number more cranes acting
from the stem decks of the steamers.
The steamers would float or stand near the place in the structure next to be
attached or launched, and would float stems towards the attachment or (say)
towards the shore. The cranes, and the steamers as movable supports of the
cranes, would co-operate and act with the railway engines and trains from the shore
side, either as helps in launching, as tugs as aids in support of the sections before
and after being launched, or in any other way their assistance might be found
necessary and available.
The conjoined power and action of steamers and cranes seawards with corre-
sponding trains and cranes from the shoreside would seem to me capable of lifting
and dropping bodily into the water a breadth of main line, even without much or
any assistance from the launching trucks before referred to.

page_text: By relaxing the support of cranes very gradually and having at hand any con-
venient kind of movable ballast, aided if need be, by dead weights as anchorage,
before alluded to in these Specifications the necessary steadiness for attachment of
section breadths might be arrived at, and the depth or draught of float, as well as
liability to swamp of the empty sections would be gradually and tentatively arrived
at, and the experience so gained be made use of in the management and control of
succeeding attachments and lengths.
The preceding description has had in view more especially, launching of the
structure, so far as I can distinguish this method from the others and in its funda-
mental outlines has followed the system usually employed in land railways, that
is to say of making a section or space immediately available as a base of operations
for succeeding portions of the line.
My initial idea in floating the structure also contemplates the making of a short
land railway but this would form a slightly inclined plane towards the water, by
either being somewhat risen at the shore end or a short artificial or auxiliary
water way at the contact of the shore with the water's edge; would answer
perhaps, better my purpose. The object in either and both cases would be to
back lower, or convey a full section breadth of the main line, or any other
length or breadth that might be found best to facilitate operations; so far into
the water as to let the natural buoyancy of the water, gauge as nearly as possible
the floating draught of the sections. By making the shore railway above indicated
sufficiently near the water's edge at cbb tide, the sections might not only find
their own buoyancy to a great extent, but the steamers to tug them to their
destination would get better and more natural draught, and would be more efficient
to deal with them in any required.
manner.
Nearly, if not all the appliances mentioned in launching, might also be used in
floating the structure (so called in distinction).
The steamers having towed or tugged the sections to their destination at the
next attachment, would then act with their stem deck cranes as stays and supports
to the section breadths during process of being attached in continuance of the main
line while from the shore end on the main line for the time being already
constructed, the trains with cranes and appliances would act as stays and supports
or in any other manner that might make their use and help available, in conjunction
and co-operation with the steamers acting on the sea or water side of the structure.
Although the two methods of launching and floating (so-called) have been
described seperately in order to keep the descriptions as clearly and distinctly as
possible from confusion; I consider that by making the short line railway for
floating the sections, in close or near proximity to the main line to be erected; the
two systems or methods before described of launching and floating the sections,
might very well assist one another, and facilitate operations by making nearly all
the appliances used upon the permanent structure available to act and co-operate
with the steamers and appliances employed seawards purposely to aid the general
construction. It has not been overlooked that in floating the sections as
described, a greater and more immediate dependence on barges and steamers might
be required if the sections seperately or in combination of breadths, shewed
serious or great liability or susceptibility to swamp, but the inherent character of
the sections to bear or be their own support or float, must and would assist any
necessary and special appliances made to either steamers or barges for the purpose
of conveying the sections safely to their positions in the structure.
The erection or attachment of deep water railways section by section or portion
by portion in continuity seems to me also to require some system or systems for
conveying the seperate sections to their place of destination or position in the
structure next to be attached or built, and for the purpose of conveying the
seperate sections from shore to be built or attached singly to the main structure in
continuity: I purpose to retain either one or both the previously described systems
for launching and floating the sections to their alloted position or final destination
in the structure. I do not indicate the actual attachment of the sections further

page_text: than to point out the attributes or qualities on which I mainly rely, of the attached
sections to become their own help and anchorage almost from the commencment.
The inherent nature of the sections to act as buoys: floats or platforms will be
almost sufficiently indicated by suggestion, and this quality, so far as I can judge
theoretically, would be increased or strengthened by every additional length and
breadth, and might be made greatly available for the necessary support during
attachment of the sections.
The character or principle of the main line construction might be followed in the
assisting buoys; floats or platforms, but could be made in sections of less cumbersome
size; and as the serious considerations of protection from fire and other casualties
attaching to the main construction, would scarcely have the same weight in the
character of material for buoys; floats or platforms, the employment of wood and
timber sections might well be available for their purpose of helps and aids in the
general construction.
It seems to me also probable that the main structure would become more steady
with increased length and would increase in the properties likely to become
available as anchorage, or as stay and support for the buoys; floats or platforms
necessary to aid its own propagation or continuity.
I do not attach vital importance to shape or form of the rails previously
indicated for the support of dead weight anchorage, so long as they fulfil the object
of their employment for the support of dead weights as anchorage, in case of their
necessity to steady the structure. The rail or rails at each and-both sides of the
structure for dead weights; might therefore be made available and useful in the
actual building of the structure in any or all the systems before indicated whether
of launching floating or attaching section after section. For this purpose and
without detracting from the object of their initial or fundamental employment; I
would make the shape of rail to conform and be available for the use of groved
pulleys to run horizontally as attachments to platforms that might be moved from
situation to situation during attachment of sections to the main structure.
movable platforms running parallel and horizontally with the main structure, whilst
attached to the anchorage rails of the main line by groved pulleys; would appear
to me rather to help the steadiness of the main structure than otherwise; and might
be readily moved and removed as first aids to fixed platforms at every section length
or breadth added to the main line.
These
Attachment of the aqueducts or canals would seem to be best accomplished by
making up the ends temporarily that would be their open channels when fixed; in
order to make the aqueducts whilst being fixed to bear their own support so much
as might assist their attachment to the structure. The making and keeping of
aqueducts temporarily to the characters of dry channels or ships' holds would
appear to make the attachment of intermediate supports for crossing the main line
more easy and efficacious. Even temporary lengthening of the channels (or
broadening of the channels, reckoning breadth transversly to the main tine) might
be practically resorted to with any easily attached and easily removed material, if
found advantageous to increase length as working space in the dry channels, both
for attachment of the aqueduct itself to the main line, and also for the locks and
appliances to complete the canals as running crossings to the main line.
And in order that my invention and the manner in which the same is to be
performed may be more clearly understood, I have annexed hereto the accompanying
sheets of drawings; but I wish it to be understood that these drawings are not
necessarily to proper proportion or scale, nor do I limit myself to the details pre-
cisely as shewn, the drawings being intended for illustration merely, such however
as would enable a civil engineer to perform my invention.
Fig. 1 Sheet 1 is a general isometrical view of a marine or ocean railway
(constructed according to my invention) looked at from the underside of the
structure.
Fig. 2 Sheet 2 is a corresponding view looking at the structure from the upper

page_text: Figs. 3, 4 and 5 Sheet 3 are respectively cross section, plan, and longitudinal
section of a canal or aqueduct as herein before referred to.
Fig. 6 Sheet 4 is a cross section of the structure, shewing another modification
of the details, more particularly with reference to the bulwarks.
In all the figures the same reference letter refers to the same or corresponding
part.
a a are half cylinder supports for floating the structure.
are the side floating supports, which as previously explained are preferably
made deeper than the inner supports.
Fig. 1 Sheet 1 shews in cross section one of the supports a completed as a tube,
and Fig. 6 shews one of the V shaped supports closed in at the top.
ccare H section supports for joining the half cylinders aa, (also bb) together at
their overlaps or edges, and for giving cohesion to the structure, and for carrying
the main or running lines, or for a superstructure to carry the main or running
lines d d. ee are similar H section supports running transversely along the
structure.
In Figs. 1 and 2 the supports a are shewn as half cylinders intended to float the
structure at about the diametral line, they may however be made of the section
shewn in Figs. 1 5 and 6, where the superstructure is carried to a higher level by
girders in the space between what I have termed the ledges or overlaps.
97 Figs. 1 and 2 are half cylinder supports carried out transversely to any
desired distance to form the T crossings hereinbefore referred to, to give stability
to the structure, and to minimise the rolling, and to render the structure steady.
I wish it to be understood that I do not limit myself to the number of parallel
supports a abb, and gg, but the number may be varied to suit the width of the
main line structure, or the steadying transverse crossings.
g Figs. 3, 4 and 5 are the floating supports for carrying the canal or
aqueduct hh. In Fig. 4 the canal h is shewn of about the same width as the main
line structure, but the transverse (to the main line) girders may be continued
towards the ends of the T crossing towards both ends of the same, and may be
connected across at the outer ends by vertical and horizontal girders (such
ask) under water, in order to give cohesion between the main line structures
on both sides of the crossing. The girders ii form as it were the shores of the canal
or aqueduct.
mm are the locks or gates, which are arranged to swing open about strong
hinges nn, and as indicated by the dotted arcs shewn in Fig. 4. These locks have
a double set of rails oo and pp, the former fixed on the tops of the locks, and the
latter on side ribs attached to the outer sides of the locks, a little below the top.
These ribs strengthen the locks against collapse. These locks m m are the first
support for the draw or retiring bridges, and the vertical ribs ss of the same are
carried deep enough to come below the tops of the gates m, and prevent the latter
from collapsing or bulging inwards or outwards. tt are rods for preventing such
collapsing and bulging, one end of each rod is attached to the upper part of the
lock or drawbridge, and the opposite end is attached to a pin bracket " below the
water. This bracket is attached to a slide, which can be forced out to the position
shewn in the drawing, and retired therefrom either parallel or at right angles
to the canal by hydraulic, or crank (i.e. hinged lever) mechanism; so that when
the locks are opened these rods do not project into the canal so as to form an
obstruction to vessels passing through.
v v are the vertical columns or upright pillars carrying the grooved pulleys w.
Over these pulleys pass strong wire ropes az, which are attached at one end
to the retiring or draw bridges r r, in order to support the same; the opposite ends
of the ropes being attached to winding drums y y, (or to balance weights), in
such a manner as to enable the ropes to be paid out or drawn in, as the draw
bridges * are run out or drawn in. The two vertical pillars on the same side of
the canal or aqueduct may be connected together at their top as shewn in Fig. 3.
is the (full length) single draw bridge, carried by the (half length) retiring

page_text: drawbridges upon the locks m m, and which extending from shore to shore of the
canal, carries the main line running rails d d. The single bridge can be run in or
out upon the rails 11 of the bridges r r. The line of rails o o, and p p, on the tops
of the locks m m, are continued on corresponding levels on the shore or side of the
canal, as indicated in plan at o' o' and p¹. The rails 11 are likewise continued
at as indicated in Fig. 5. These rails o o¹, p' p', and 1' 1', are the retiring
rails for the full half length and the full length drawbridges respectively, when the
locks have to be opened to admit the passage of any vessel. The gap left (by
advancing the full length bridge) in the main line may be filled in by intermediate
lengths, which are pushed in from the side. The main line on the opposite shore
can be carried on transverse girders or bridges 22 Fig. 5 to the meeting point with
the full length drawbridge, the bridges 2 2 being required for leaving space below
for retiring the half length draw bridge on this side.
3. 3. Fig. 2 Sheet 2 are the outstanding ends of the supports e e for carrying the
rail supports for the anchorage cables, and they may also be used as supports for
carrying the bulwarks 44 Fig. 2 or Fig. 6; or for sides going down below the
water. 55 Fig. 6 indicates how the side bulwarks may be tied across at the top,
and if desired also the whole width of the line and structure covered in.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what !
claim is
1. A floating railway substantially as herein shewn and described and for the
purpose of making such a method of structure available for marine or ocean
railways.
Claim 2. A marine or ocean railway consisting of floating supports such as a abb
arranged in parallel lines and connected together at their overlaps, and transverse
floating supports such as g g extending on both sides beyond the main line connectd'
together and to the main line similarly by overlaps.
Claim 3. In marine or ocean railways canals or aqueducts constructed as herein
described and shewn on Sheet 3 for preserving the continuity of the line and for
giving passage for vessels.
Dated this 5th day of November 1892.
THOMAS HENRY HALL.