US1050320A

US1050320A - Transportation system.

Info

Publication number: US1050320A
Application number: US34689106A
Authority: US
Inventors: Joseph S Williams
Original assignee: Individual
Current assignee: Individual
Priority date: 1906-12-08
Filing date: 1906-12-08
Publication date: 1913-01-14
Anticipated expiration: 1930-01-14

Description

J. S. WILLIAMS.

TRANSPORTATION SYSTEM. ArrLwAnon-nunnno a, 19061 Patented Jan. 14,1913

'] SHEETS-SHEET 1.

J. S. WILLIAMS. TRANSPORTATION SYSTEM. APPLICATION nun) me. a, 1906.

Patented Jar 1J4, 1913.

[ 7 SHEETS-SHEET 2. Q

J. S. WILLIAMS.

TRANSPORTATION SYSTEM. APPLICATION FILED 9508,1906.

Patented Jan. 14, 1913.

I SHEETS-SHEET 3.

J. S. WILLIAMS.

Y TRANSPORTATION SYSTEM.

APPLICATION FILED DBO. 8 X906.

Patented Jan. 14, 1913.

7 SERIES-SHEET 4.

J. S. WILLIAMS.

TRANSPORTATION SYSTEM.

APPLIOATION FILED no. a, 1906,

1,050,320, Patented Jan. 14, 1913.

7 SHEBTS-BEEET 5.

J. S. WILLIAMS. TRANSPORTATION SYSTEM. APPLICATION r1121) 1120.8, 1906.

1,050,320. Patented Jan.14,1913.

7 SHEETFSHEET 6.

5198 ha no J. S. WILLIAMS.

TRANSPORTATION SYSTEM.

APPLICATION FILED mac. s, 1906 Patented Jan. 14, 1913.

7 SHEETSSHEET 7.

4 construct ion of a JOSEPH s. WILLIAMS, 01- RIVERTON, NEW JERSEY.

TRANSPORTATION SYSTEM.

Application filed December 8, 1906.

Specification of Letters Patent.

Patented Jan. 14, 1913.

Serial No. 346.891.

To all 'ielwm, it may concern Be it known that l, Josicrn S. humans, a citizen of the United States, residing at Riverton, in the county of Burlington, State of New Jersey. have invented a new and useful Transportation System, of which the following is a specification.

My present invention consists of a novel tra usport at ion system comprising subway and sulmqueous lines which are connected in a water proof union with each other, and are provided with definite' and reliable standards of reinforced construction having reliable standards of bridging capacity and resistance to leakage and pressure, whereby passengers and freight may be conveyed with absolute safety to subway line parts of the system into tratlic connection with railways, trolley lines and road ways on opposite sides of the water way. i

It further consists in a noveltransporta- 'tion .system wherein the foundation'lnal is reinforced throughout its length to definite standards, such bed being. further reinforced on bridging unit section lines, thereby adapting the same to receive a tunnel construction having bridging capacity in each unit'lengt-h thereof sufficient to support the maximum trallic.

It further consists of a-novcl. transportation system wherein a continuity of water proofing, bridging and reinforcing elements is obtained from one end of the system to the other.

It further consists in a novel transportation system wherein a working chart is established above the trafiic line which defines the'excavating, bridging, grading and balstood that the various instrumentalities of which my, invention consists can be variously arranged and organized and that my invention is not limited to the exact arrangementand organization of these instrumentalities as herein set forth.

Figure 1 represents a plan view of a multiple line transportathm system embodying my invention. Fig. 2 represents a sectional elevation of the svstem shown in Fig; 1. Fig 3 represents a 'side elevation pa'rtly in section, of a portion of the system under construction. Fig. at represents an end elevation of Fig. 1. Fig. 5 represents a perspective view showing, in section, one of the lap joint unions. Fig. 6 represents a perspective view of one of the alined piers and certain of its adjuncts. Fig. 7 represents a perspective view of one tunnel section as placed and another as being lowered to placement, with certain of their adjuncts. F ig. 8 represents a perspective view of multiple tunnel structures, certain of the parts being shown in section. a perspective view of a portion of a multiple tunnel structure, partly broken away in order to more clearly show the construct-ion thereof.

Similar numerals of reference indicate corresponding parts in the figures. 1

Referring to the drawings :'in order to more clearly set forth the construction of my novel transportation system Iwill, in the detail description thereof, in so far as is practical, follow out the different steps of construction in the logical sequence in which they take place.

The working chart.()ne of the! novel features of my construction is the establish- Fig. 9 represents ment of a visible working chart above the 4 water line, in the. present instance such chart being shown as located on platforms 7 car ried by the side pilings 5. The exact center line of the system is designated by 1, and 3-3 designate thc wid h of the tunnel con- 'struction and otherwise the linesfor defining and establishing a minimum width of the line of the tunnel grade. desig mate a proximate alining lines equidistant from tto longitudinal center line 1 and upon which side pilings 55 are established to cap crate as approximate Mining-members for' section of a bridging unit of tunnel construction and the section lines 19 define the length of a bridging unit in a tunnel section or the ends of a tunnel section. 9 and 10 designate section lines for the accurate placing of the tunnel sections. All of these sec tion lines and the other necessary lines to indicate the work to be performed are indicated on the platforms 7 or other suitable means above the water level.

. length of the tunnel line The dredged and excavated channel 16 may now be reinforced with pilings, 90 which are afterward capped with ballast of any desired material 91 to 'or in proximity to the tunnel grade line 15.

At bridging; unit distances apart the foundation bed is reinforced by piling the same and reinforcing the piling with ballast with or without metal reinforcements therein, thereby forming grade line supports 2, which are seen most clearly in Figs. 3, 5 and 7 and the purpose of which willh'ereinafter a ear. The entire distance between the grade ine piers, 2' may,. if desired, be equipped with pilings 9O capped with ballast, such as concrete or cement 91 to the grade line 15 or in prox'imitythereto, as will be understood by reference to Fig. 3. The length of a tunnel section will depend upon the number of bridging unit lengths in such section,

' and on certain of the grade line supports 2,

especially those at the ends of meeting tunnel sections when plat-"d, I establish a novel construction of piers 85 which will now be described.

T he piers 85.In order that the tunnel sections may be automatically alined when lowered to placement on the foundation bed and its reinforcements, I establish at the ends of meeting tunnel sections and otherwise throughout the tunnel line, if desired, alining piers 85 which are composed of the side walls 55,'on which the platforms 7 are established. The side walls 5 5 are reinforced by guiding standards 15., the inner faces of which are inclined, as will be understood from Figs. 4, G and 7. These approximate alining standards 18 register 'with the exact alining standards 17, the construction being such tlzzt'chambers 54 are formed on eacl side of the pier 85. which communicate with the channel 207 in the bottom of said piers. The'chambers 54 are preferably provided with metal elements 209 to encompass the meeting ends of tunnel sections with a sealing material, as ill be clearly described in connection with the manner of sealing themeeting ends of tunnel sect-ions.

The tunnel sections.13 and 14 designate the tunnel sections as seen in Figs. 3 and 7.

One novel feo ture in the construction of the to the framework 210 in any suitable .man-' ner'and which extend in continuity throughwhich are secured to the vertical out the tunnel construction after the sections I have been lowered in position and joined together. The bridging framework 210 is embedded m reinforcing material 56, such as concrete or cement and enveloped by water proofing 57, as well as an inner lining 'member 49, which, if desired, extends throughout the entire tunnel line and is employed at the ends of each tunnel section. This lining member 49 consists of a metal lining built up on the face of the knee braces 31, on the vertical beams 24, and the top and floor beams 27 and 28 respectively. Transversely disposed plates or beams 216 are shown at the upper and lower portions on the inner sides of the framing 210, as best seen in Fig. 8 in order to reinforce the same against transverse strains and these plates may form -a continuation of the inner lining member 49 and be extended along the roof and floor-.

ing parts and along the face or faces of the vertically disposed elements of the framing 210, all of which are preferably water proofed with a suitable unoxidizable material, such as pitch and asphaltum and embedded in pitch or asphalt'um, or a filling of concrete or cement 56 may be employed which will completely. embed the metal elements.

' The waterproofing 57 is in union with the metal 58 within which the'elements of the framing 210 are embedded to and; flush with the inner surface of such framing elements,

along which another line of water proofing (A may be established, if desired, to encompass the tunnel way and be united with the water proofing at the ends oftunnel sections as seen mostly clearly in Fig. 3 as will be more fully described, Such water proofing 64 maybe reinforced by metallic ele-' ments 74 embedded therein with the meet- 'iiig ends in contact or lapping each other'to any desired extent and arranged longitudinally, transversely or in any other 'desired direction. The tunnel way' is built up with a filling'and reinforcing ballast of masoni'y of heat resisting material 73 in intimate contact therewith and extending there-' 0 lower'corners, see Figs. 8 and't), extending over and under the vertical outside framing and over'and under the intermediate longitudinal framing between the multiple tunnel ways 96 so that the structural elements and reinforcements encompassing the tunnel we 5 willbe sectionalized to prevent any lea age-spreading and thus localize the same to one section. Water proofing 63 and 57by which the tunnel way is encompassed 40 and by whichthc bridging framing 210 is protected and reinforced is shown as being reinforced by an apertured metal member '217, best seen in Fig-8, so that the outer body of water proofing 63 forms a unit with the inner water proofing 5'7 and otherwise a unit of reinforced water proofing and rein-- forcingsheathing in intimate contact and union with the

material

56 and 65 in which the metal framing 210 is embedded. The 66 water proofing 57 is'in intimate contact and union with the reinforcing material in which the metal framing 210 is embedded and this is reinforced by metal sheathing as designated by 218, anda wooden sheathing as to designated by 219, which is covered by an outer layer of water proofing 63 of asphaltum, pitch or other suitable material, which is maintained in intimate contact and union with the outer surface with or without bridging or lathing work to provide for such results. The water proofing on the inner and outer parts in such cases is carried into union with the water proofing at the ends of the structures through the me- 65 dium of the water proofing-and reinforcingunit 65, as will be best understood by reference to Fig. 9. In case of the waterproofing being reinforced with multiple h yers of wooden planks or equivalent material 61, the water proofing may be further reinforced by laycrs of water proofing (#2 between the respective layers of wood, see-the right hand portion of Fig. 8. The foundation portion of the transportable tunnel sections is provided with the foundation strips 36 which serve to confine the ballast beneath the sections when placed, it being noted that the foundation part is provided with hallasting ports 40 having water proof seals 48 adapted to be driven out and also with water tight capped members 47, whereby they may be capped subsequently to have the tunnel sections ballastcd into union with the foundation bed and its reinforcements. It will be noticed that the water proofing of the tunnel structure entirely 'surrounds the ballasting ports. 46 so that there is no liabil ity of leakage at such points.

Under one method of construction I build the sections '13 aitd-14 to an inner encompassing line, such as 64, and subsequently to the tunnel alineiiient, build up the same to the line with or without employing metal reinforcements 74 or other reinforcing or lining metal elements embedded in the filling material between the defining lines of (Stand 70.

Between the defining lines 76 and 77 I have shown such'sace as provided with a backing or filling o cement or concrete with reinforcing metal 78 embedded therein between the lines of water proofing 64 and the line 70. The construction between the

lines

77 and 79 is shown reinforced by metal which is embedded in waterproofing and concrete. Between the lines 79 and SO the construction is shown reinforced by material, either embetldcd therein or on the in-- er face thereof and with. a further supportmg and reinforcing part consisting of ccment, vitrified brick, or equivalent .inate- '.ria-l laid in cement or other desired material to the inner facing line 70. Between the

lines

80 and 70 the construction is shown as provided with reinforcing material consist ing of expanded, woven or perforated metal or its equivalent 81, with such reinforced section fiirtihcr supported and reinforced by concrete, ccment or other suitable material or masonry built up to the inner line 70.

At 82 Fig. 8 I have shown suitable arched or bended bars which may be employed in said part with or without longitudinal elements. of like material therewith and be embedded with. a heat resisting material employed for filling to the inner line 70 around the tunnel passageway 96 throughoutthe length of the unit or the section.

'Suchtransverse reinforcing bars 82 may be embedded to encompass the passageway and if desired in conjunction with. longitudinal bars of apertured .plate, sheet metal fabric or reinforcing elements may be embedded to the inner line of the tunnel way encompassing construction between the inner face of theframing 210 or the line of water proofing 64 to the inner line 70 thereof. The layers 201 and 202 of water proofing will thus localize any leakage to the area of the section encompassed thereby. -The longitudinal layers 200 extend from the cotnstruction into union with the encompassing water proofing filling and reinforcing unit 65 at the end of the sections. s

Metal reinforcing bars 203 extend longitudinally through the construction and are located in the concrete or otherreinforcing material between the knee braces 31 and the inner metal lining member 49. Simi- 2Q lar bars 204 are employed at the upper end of the structure, such bars being embedded in the concrete between the, knee braces 31 at the upper end of the structure and the metal line or frame. These metal cord 5 members 204 serve to overcome the lateral:

strain to which the tunnel structure is subjeeted when placed in' position on the pier grade line supports 2. The cords 203 and p 204 of adjoining sections may be connected 0 or joined together by lapping elements in any suitable manner and be embedded in reinforcing material so as to form continnous reinforcingelements embedded in eoncret-e through a series of unit lengths and 5 through the union of meeting ends of tunnel sections so as to provide a continuous reinforcement throughout a definite section or throughout the entire length of the tunnel line. I y

205 designates metallic bars extending longitudinally along the flooring of the u per portion of the foundation or bed in t e outer portion of the .water proofing zone between the ballasting ports LG-and under 5 the longitudinalgirders or cords'. with such bars embedded in water proofing in order to operate asan outer reinforced "water proof element in the floor portion and to increase the bridging capacity and reinforcement of the foundation and bed.

It will now be apparent that the founda' tion parts of the water proof construction are provided with water proofing carried by the sides of the ballasting ports 46 to '55 a water tight capping member 47 and that the channel ways of the ports are closed by water proof cement seals 48, which prevent passa 8'01 water througu the tunnel way and t at such can be driven out on the bed in order to ballast the same through the ports, and subsequently to the ballasting of 'the foundation through the ports, the cap 47 can be reinforced and water proofed and embedded in computer asphaltum to the inner line 70. The water proofing 64 may be established on the flooring andpreferably so'as to envelo and cap the 'eappmgmeinbers 47 of-the' allasting p'orts ffi and'such water proofing is reinforced with an inner lining element of cement, concreteloijce 0 ment masonry with or withoutm'etal reinforcements'but I preferably embed therein such reinforcements. The foundation parts 36 not only serve to formballasting compartments but, also tensile reinforcing (ale-L ments encompassing the area of thelbed of construction. It is practicable to employ any desired depth of construction in the parts 36 to secure greatefreinforcement on longitudinal and' transverse lines in the foundationfbed and otherwise to provide any desired depth in the compartments be low the tunnel way construction. The seq; tions are preferably provided, with plate forms 206exten ding t roughoutthe tunnel'" line on o posite. sldesfdf the tracks. 55 Tl1e 'foun(i2 1tion ortion of the, tunnel'secv tion; is provid with the drainage conduits 215' whichextend' from one end of the tunnel end to the other and communicate with the drainage wells 21, thelatter being seen in Fig.- 2, .-said wells forming a water proof chamber in the foundation bed I or within one of the piers and being joined in waterproof union with the con duits 215. The ends'of each section are provided with bulk heads Qhaving 1.'-'fovable-doors '89. and each tunnel sectilgis provided with an air shaft 75 which will ex'- tures are located on thedei iidation bed? The locating of tunnel sections on the foundation bed and uniting the meeting sections.--The'tunnel sections can constructed incofferda-m or dry dock chambers, whereby such sections may be trans jrted b suitable detachable floatable an ,Slllk? able vessels into position and alinement along the graded, ballasted and. reinforced foundation bed. If the vessel shall be de: tachabletherefrom such reinforced-bed may then be equipped with the tunnel way .eon-. struction which can be accurately alined along such bed and be ballasted, into rei1 r+ forced union therewith. In cases where it 5 is not practical to convey by water thetunnel sections, as will be the ca' e where subway lines extend into cities or occupied places or where the construction is to be-estend above the water level when the structablishcd under water along a horizontal 320 plane orwhere the construction is to be i laid down under the present methods of excavating and constructing tunnels, a continuous foundation bedhaving' bridging capacity in each unit length thereof can be established along the graded and alined bed and the tunnel construction built up and ballasted into union therewith in any suitable manner to establish definite standards of bridging capacity per unit length in con- 1 c tinuity throughout the system, but suchaliuement along the graded and alined bed and in continuous ballasted unlon therewith.

- tionbed, the ends of the sections will rest on alining piers 85, the guide bars 12 carried by a tunnel section co-acting with the guides 11l1 and the co-acting elements 41 and 42 of the joining structures interlocking with each other and the jaws 35 also serve to accurately bring the two tunnel sec tions into proper alinement, so that the foundation part rests on the grade line supports 2. As the tunnel section is lowered to place it will be seated upon the foundation bed lll accurate ahnement, owing to the employment of the approximate guides 18 and the exact guides 17. The chambers54 and the channel 207 are now filled with concrete or cement and a box or cradle GSis placed above the meeting ends of the tunnel section and filled with concrete or cement with or without metallic elements '209 embedded therein so that the meeting ends'of adjoinmg sections are encompassed by a water .proof seal of concrete or cement reinforcedto any desired standard by metal elements embedded therein such as the bars 209. The bulk heads to may now be broken down, if desired, and the tunnelsections placed under air pressure and the lap joint union of the meeting structures is formed, the

Cords

22, 23, 83 and 84 being joined together by lapping

cords

97 and 98 and a union is made of the

cord elements

203 and 204 and the other cord elements and the end plates 39 are united together. If desired the lap- In case the continuous metal sheathing on the-outside or the lining member 49 is employed combined with the

cords

22, 23, 84,

97 and 9S and the tunnel way encompassing bridging tralning 210, a bridging construction will be provided in the sides of the structure and between the multiple tunnel way structures, including trussed plate girders having upper and

lower cords

22, 23, 83

and 84 with the flooring and roofing elements combined therewith, reinforced byknee brackets3l and embedded in reinforcing

material

56 and 57 in which additional reinforcing elements may be embedded in the upperand lower parts of the structure in the space confined by the knee brackets 31 and otherwise on the inner face of the tram ing 210, whereby any desired standards of reinforcement against lateral as well as vertical strain may be obtained. The unit of water proofing at the ends of the meeting sections is connectdfrom the top, of the flooring parts of the construction through or along the sides of the intermediate girder of the multiple tunnel way by embedding the metal in water proofing or otherwise by extending a layer of water proofing 64 on one or both sides of' such intermediate girder fromthe water proofing in the roof to the water proofing in the foundation part. The inner lining 4}) is backed by the water proofing 65 which is in intimate and water tight union therewith. The water proofing 65 is also shown in water proof union with the: water proofing 67 shown as egttendin over.

the inner surface of and embedding t e inner lining member 49 from one sectionto the other. The water proofing 67 is embedded in reinforcing material or reinforced. by heat resisting material tothe line 7Q,

whereby eontinuity'of water proofing and reinforcements and of the bridging elements 210 .is established for any given length of tunnel Way and if desired throughoutcthe -with'the foundation bed and its reinforcements.- This ballasting may be carried out wholly. or partially through the' ballasting ports/16, it being apparent that when the scaly-48, have been removed, the material such as grotlting,cement or concrete may be passed through such ports so as to completely fill the compartments formed by the .100 length of the subaqueous tunnel construction foundation members 36 on the'foundation .7 dwhen being lowered to placement: The bal-' crete reinforced with metallic elements to the inner line of the tunnel way, as hereinbefore explained.

If desired, pilings 90 may be driven through the ballasting ports in order to reinforce the foundation bed to any desired standard of resistance. The side pilings 55 are now out off at a desired height above the tunnel. The space betweentheside pilings and the tunnel sections isnow filled with ballast from the 'vessels 93, which latter are also preferably rovided with the cables 92 which support t e tunnel sections last may be tamped by any desired means and the tunnel Sections completely embedded and ballasted. to any desired depth. Shore connections and u/nion of the traffic lines therewith.--At the shore ends of the tunnel line I preferably-establish a novel construction of piers or docks 20 or otherwise at desired. points' throughout .the tunnel line, such docks or piers having water proof reinforced encompassing. walk 1O1 extending from the water proof reinforced flooring 105 to a 'safe distance above the water line so that the water proof chambers of such structures may first serve for the laying and constructing of the transportable tunnel section and, afterward as subwater line passageways inforder to 'pro-. vide other lines of passa e through the subway and subaqueous tra clines ofthe system. The dock structure 20 is provided with a water proofing 119 which extends en tirelyaroundthe structureand. into union with ::the intermediate flooring 128, the wharf flooring 106and the metal framing 125, which latter is embedded inconcrete or some suitable water proofing' The foundation of the dock structure 20 is reinforced by piling cap ed with concrete or other ballast so that suc flooringlwill. have the same supporting capacity as the foundation bed of the tunnel line. The subwater line chamher of the dock 20 is provided with a s stem of side tracks 214 and cross over roa s 213 in connection with the .otherlines of tracks 87, which are shown extending through the connectidn to opposite shores and-into subwater line subway 143 to connect with the shore transportation systems. The snbwater line 143 is provid"i with water proofing in reinforced construction and united to the water proofing 1190f the dock 20, it being seen in Fig. 1 that'a; line of water proofing 137 encompasses the" subway construction and occupies all the space between such construction and the vert-icalareinforccd walls of the dock structure 20.

The subway 113 consists of a water proof reinforced construction with its'vater roofing.elcmnts 144 extending ,in c ontlnuity and encompassing the passageway and 1e dntion -bcd inforced by an intcrmediate'inner clement n( i of construction which is..established in reinforced union with tlr. outer eleinentand .such construction is united in water proof llIll0I1 with the dock structure 20. The sub- :119 and the inner construction 125, togetherwith the foundation which extends to a desired depth,- insure the stability of the tunnel structure. The area of construction encompassed by .the wall 107is excavated to a.linebelow the tunnel and subway grade and is rein orced by pilings 114 capped with ballast or ballast masonry 117, which. ex

tends over the entire floor area and'joins ,with the water proofing 119, which covers the entire inner face of thewalt 107 -and extends into-union with the-water proofing 119 of the wharf floor 106. The tunnel;

grade floor 105 is reinforced by a balla'sted erabl provided with girders .or reinforced meta orframingembe'dded {in aspha'ltum' or water proof material, which united with the water proofing on the innerface of the walls. 107. The inner framing- 125 is embedded in water proofed ballast cr 'co n-l crete. ballast '01 cement masonryaf ter. first being preferably coated with a water proof.-

covering suitably water proofed and prefing material which will preserve the metal against any possibility of oxidiaation; -Thg subway lines 143 may be built by driying and an 'o'peningcut or by 'driv.--

side'p'llin h v ing a shie d frorn'thechamlier of the wharf structure 29, but whatever method shall be employed it is necessary to provide reliable standards of; resistange against' leakage, breakage and uncertainty constraition. "5

l The dock structures may )royided with drainage wells 2l conslruc er in a similar manner to the drainage wells in the foun;

l v the tunnel line, it being understood the these wells communicate with the conduits 215, seen in Fig. 8. 'The transportable sections "of we tnn 'el muy he bluilt up in the 'subwaite'r, lin chambers of he (look 20, in colfer-d'am. cr'i'n' any other suitable places, and may be'proylded with the requisite standards offloatabil-ity either in the structures themselves. or by equipping" the same with huoyantfvessels which are equip 'ed with any suitable means to vary their uoyancy, whereby the structures may be located in perfect control into alinement on the foundation bed. By constructing tunnel sections independently of the tunnel system it is practicable to have such sections ready for the completion of lhe entire line vby the time the water bed shall be dredged,

graded and equipped with reinforcemerits. By Such methods any 'part or all parts-of the system may be in the course of construction atthe same time and when the transportable sections are completed they can be very rapidly placed in accurate alinement.and water tightunionon the foundation bed.

.The longitudinal bridging elements of construction may have a bridging unit volume of ten feet, more or less, for a. maximum load, but I prefer to reinforce the construction with longitudinal bridging unit elements having a bridging unit volume equal to or exceeding thelength of the wheel base of at least one and preferably two'in series of the heaviest loaded engines or vehicles and the load carried thereby. With a bridgu nit. of one hundred feet in length and twenty two feet in height with a capacity of three tons per lineal foot, suitablysupported at the ends, such unit would operate as a bridging unit. of construction with a traffic load bridging volume of three hupdred tons while such unit of construction In its reinforced union with the foundation bed 5 22 feet by one hundred feet, will have a bridging load supporting capacity of twenty two hundred square feet with a' load sup- .porting volume of at least twenty two hundred tonsper unit of construction. In a continuous bridging and reinforcing foundatiqn bed with such a standard unit of construct-ion the unit under operative tratlic conditions will always have a cooperative unit of like capacity as an addition there-' from in advance and back of the load. not

onlyv throughout an extended areacf resistance bed butof the bed in advance and back of the load and in continuity throughout the tunnel construction.

I have shown and described the structures and means by which subaqueous tunnels can be established with reliable standards of'capacity and construction and by which an absolute continuity of the bridging construction and reinforcements may be established from shore to shore or to my novel wharf structures but the exact construction or plans of procedure may vary greatly in actual practice.

It will nowbe apparent that I have devised a. novel and useful transportation system which embodies the. features of advantage enumerated as desirable in the fore- .going and while I have in the present iristance shown and described one embodiment 'thereof which will give satisfactory and reliable results it is to be understood that the same is susceptible of modification in vari-' ous particulars without departing'from the spirit and scope of the invention'or sacrificing any of its advantages.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is:-'-

i with the foundation bed thereunder.

.a subway in water 1. 'A transportation system consisting of shore terminals in water tight union with a' bridging tunnel construction having bridging capacity in each umit length thereof, reinforced in its inner face bya series of cords embedded in water proofing and concrete. and united with the shore terminals, the tunnelstructures being ballastedinto union with the foundation bed thereunder.

2. A transportation system, consisting of shore terminals in water tight union with a. subwater line tunnel having a bridgin construction in eachnnit length thereo 'embedded in concrete and water roofing material and'having its inner face liuilt u with metal joined in continuit and embed ed in concrete and water proo ng'material to the inner tunnel line and having its outer face embedded inballast, and the bottom of the tunnel construction ballasted. into union 3. A transportation system consisting of an excavated, graded and ballasted foundation bed equipped with side pilings or walls a tunnel having bridging construction in each unit length thereof embedded inconcrete and water proofing material, such tunnel construction being. ballasted into union with the ballastcd bed and the side walls and embeddedto cover,'and shore terminals in water tight union with said tunneL.

LA transportation system consisting of a wharf structure having a wharf floor connected with a surface roadway system and having a subwater line chamber, a. subway 11 0 line in water proof union with-such cliam her, and a subaqueous tunnel in water proof union with said chamber. 4

A transportation system consisting of a wharf structure having a water proof 105 chamber extending below the water line, and proof connection with such chamber.

6. A transportation system consisting of wharf structures on opposite shores of a water way having water roof chambers extending below the water ine,-'a subaque-' ous tunnel construction having water proof connection with such chambers, and conduits for draining and removing liquids from the subwater line system.

7. A transportation system including wharf-structures having water proof chum: bers extending below the water line, a sub aqueous tunnel in water proof connection with such (.lltllhl)tl$.illld extending therethrough, drainage channels in the tunnels, drainage wells in the foundation bed communicating with such channels, and conduits for withdrawing water from such channels. v 8. A transportation system consisting-'0! shore connections having subwater line water proof chambers, a 'subaqueous tunnel in water proof connection with such chain "1:0

bers, said tunnel consisting of a bridgin lasted into union with a foundationbed, and

reinforced by pilings and ballast to bridging capacity in each unit length thereof.

9. A transportation system, including a wharf structure having a water proof chamber' extending below the water line, and a subaqueous tunnel joinedin water proof union therewith, said tunnel'bein rovided with a continuity of cords throng lout its length embedded-in concrete and reinforc- '.in g material and having a bridging construction n each unit length thereof, and

the tunnelbeing ballasted' into union with a graded and resistance alining foundation bed thereunder.

10. A transportation system, consisting of shore connections and a subaqueous tunnel in water proof union therewith, the tunnel consisting ;of a bridging construction hav-.

ingnpperand lower cord members extend- 1ng in continuitythroughout the construction, and the tunnel bemg unitedin min forced union 'with its foundation bed 11. A transportation system, consisting of shore connections in water proof union with a subaqueous tunnel, said tunnel having a bridging framin provided with upper and-.' lower. cord mem ers, reinforced with corner knee brackets on the sides of the tunnel way to the roof and, floor, the cord mem- ,bers and the bracketsbeing embedded in concrete and water proofing material.

12. A transportation system, consisting of shore terminals-in water proof union with a tunnel, having a bridging; framing with theroofing and fiooringtparts of such framing, reinforced between the passageways by longitudinal bridging girders and braces from the roof and floor toboth sides thereof, such framing girders and braces being embedded inconcrete and water proofin material and the tunnel being ballasted into union with its bed.

13. A transportation system; consisting of' i is in rein orced union with the foundation bed. 7

14. A transportation system, consisting of shore connections in water proof union with r a tunnel, the tunnel having a continuous A transportation system, consisting of foundation ,bed,

an outer casing'member which 0 g shore connections in water proof union with construction in each unit length thereof, bal-,

-of the structure and joined with the transverse roof and flooring members reinforced by braces and embedded in concrete and re-v in'forcing material, the girders being encompassed by a sheathing element embedded in water proofing and ballasted into union with the foundation bed. i

16. A transportation system, consisting of shore connections in water proof union with a subaqueous tunnel, consisting of a bridging framing embedded in concrete and water proofing material and having a girder element intermediate the sides thereof and united with the roofing and flooring framing to. form a pluralit of passageways, the tunnel being ballaste into union with its 17. A transportation system, consisting-of shore'connections in waterproof union with a subaqueous tunnel, said tunnel way. having a central girder member in water proof union with the roofing and flooring of the 'tunnel and forming multiple tunnel ways provided with side walks, and the tunnel being ballasted into reinforced unionwith itsbed.

18. A transportation system, consisting of shore connections in water proof union with a subaqueous tunnel having multip l e; tun-,, nel ways encompassed by a bridging frain-f ing having upper and lower cords embedded in concrete and water proofing material, and extending inlcontinuity throughout the tunnel line, the tunnel being balla'sted through-.. outits entire length into union with its foundation bed. a 5

19. A transportation system including, shore connections having a.- subwvater line water proof chamber provided with i-a-foundation reinforced to bridging capacity, anda subaqueous tunnel united in water proof union with such chamber. v

20. A transportation system including wharf structures each having a water proof chamber extending below the water line provided with intereommunicating tracks, a subway line in water proof union with said chamber, and a tunnel in water proof union with said chamber. 21. A transpo rtation system consisting of" 'S Q ore connections having a floor above the water line connected with a surface roadway system, and having a sub water line chamber, a subway line in water proof union with such chamber,and a tunnel having a bridging construction united with said chamber and supported on piers at prcde termined distances apart and ballasted into union with the bedbctween said piers.

22. A transportation system consisting of shore connections .having' a sub water line chamber, a tunnel-bed reinforced throughunited with sa d bed and connected in waout its length and a tunnel construction ter tight unioh with said sub water line -chamber.

determined distances apart and reinforced intermediate said piers, a tunnel construction carried b said bed and united with said iers an the reinforced construction there tween to form a unit of structure, said tunnel being connected in water proof .union with one of the water proof chambers of the shore connections.

24. A transportation system consistin of shore connections having sub water 'ne 4 chambers provided with crossover tracks,

'-tion with the crossover tracks, and a tunnel line in water proof union with said chambers.

25. A trans ortation system consisting of shore termina s in water proof union with a tunnel, the tunnel having cords extending therethrough and anchored to said termlnals.

26. A transportation system consisting of shore terminals in water proof union with a bridging construction embedded in concrete and water proofing material and ballasted into union with the bed of a waterway.

27. A transportation system consisting of shore terminals built of structural metal embedded in a layer of waterproof material and concrete, and a tunnel of structural metal embedded in a layer of waterproof material and concrete, the tunnel layer of waterproof being in union with the layer of waterproof of the shore terminals and the structural metal of the tunnel being connected with the structural metal of the shore terminals. Y

' J OS. S. WILLIAMS. Witnesses:

JOHN A. WIEDERSHEIM,

, WM. OANER Wmonasnm.