lowered into position, one opposite the other. All the concrete 

 anchors are to consist of pig-iron, basalt, and cement, or other 

 heavy substance bound together by steel bars, rods and bands. 

 All the wire cables are to be composed either of non-corrosive 

 metal or alloy, or of steel served with bitumen and gutta-percha, 

 and bound with brass tape, etc., in order to resist the corrosive 

 action of the sea water. When all anchors and cables have been 

 secured and manhole doors jointed, the bulkheads, N 1 and N 2 

 {Fig. 5), are to be removed from the inside, and the water in the 

 space between N 1 and N 2 allowed to drain to the pump-well 

 {Fig. 3). The process of screwing up the vertical and guy 

 cables will then be proceeded with, and the water in the 

 cellular compartments gradually allowed to drain to the pumps. 

 The removal of the temporary rubber band O, and the making 

 of the permanent joints, is to be left over until all the cables and 

 anchors over several lengths have been under working strain for 

 some time, to ensure that the joints shall not be overstrained 

 owing to the lengths being out of line, or from other causes ; 

 then the bolting of flanges may be conducted from the inside, 

 and the continuity of structure otherwise provided for. 



The bridge is to be fitted at intervals of about 500 feet with 

 pairs of water-tight doors D {Fig. 1), hinged from the roof and 

 held open by a trigger catch, which will be released by the 

 rising of a float, should water fill the passage to a depth of 3 

 feet, when the doors will close, and confine the flooding to a short 

 section of the bridge. These doors are to be so designed as not 

 to close when any part of the train is under them, and when 

 closed, to exhibit a danger signal to warn any approaching 

 trains. 



The shore approaches to the bridge are to be constructed in the 

 form of a breakwater, built round a tube, as clearly shown in 

 Fig. 3 ; the buoyant bridge is to start from point Q, at the bottom 

 of the gradient, which will be about 1 in 60 ; from this point to the 

 middle length of the bridge there is to be a spring of 1 in 600 for 

 drainage purposes, and a drainage heading made leading to a 

 pump well shown on the sketch. Under normal conditions there 



