suitably, the transverse stress is reduced and the longitudinal compressive stress is augmented, till at last, when the gates form a horizontal segmental arch, the stresses become wholly compressive and uniform in each horizontal section, increasing with the depth; and the total stress is equal to the pressure on a unit of surface multiplied by the radius of curvature. Though the water-pressure is most uniformly and economically borne by cylindrical gates, they are longer, and encroach more upon the lines of quay with their curved recesses than straighter gates; and, consequently, Gothic-arched gates are often preferred. Straight gates afford the greatest simplicity in construction.
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| Fig. 24.—Sliding Caisson. |
Fig. 25.—Ship Caisson. |
Gates in wide entrances or locks are generally supported towards their outer end by a roller running along a castiron roller-path on the gate floor (figs. 19, 21 and 22), as well as by the heelpost, fitted over a steel pivot at the bottom, and tied back against the hollow quoins at the top by anchor straps and bolts, on which the gate turns. In some cases, by placing the water ballast in iron gates close to the heelpost, a roller has been dispensed with, even, for instance, at the wide entrance at Havre (fig. 23). The gates are opened and closed, either by an opening and a closing chain for each gate, fastened on either side and worked from opposite side walls by hydraulic power, or by a single hydraulic piston or bar hinged to the inner side of each gate (figs. 19 and 20). The latter system has the advantages of being simpler and occupying less space in the side walls, of avoiding the slight loss of available depth over the sill due to the two closing chains crossing on the sill when the gates are open, and especially of keeping the gates closed against a swell in exposed sites.
A sliding or rolling caisson is occasionally placed across each end of a lock in place of a pair of dock gates, being Caissons drawn back into a recess at the side for opening docks. the lock. As a caisson chamber has to be covered for over to provide a continuous quay or roadway on the top, a lowering platform Caissons
for docks.is supplied to enable the caisson to pass under the small girders spanning the top of the chamber, or the caisson is sunk down sufficiently (fig. 24). The caisson is furnished with an air chamber to give it flotation, which is adjusted by ballast according to the depth of water. The advantages of a caisson, as compared with a pair of gates, are that the gate recesses, gate floor, hollow quoins and arrangements for working in the side walls are dispensed with, so that the lock can be made shorter, and the work at each head is rendered less complicated. The caisson itself also serves as a very strong movable bridge, and therefore is often preferred at dockyards to dock gates. By improvements in the hauling machinery, a caisson can open or close a lock as quickly as dock gates; the caissons at Zeebrugge lock, at the entrance to the Bruges ship canal, are drawn across the lock or into their chamber by electricity in two minutes. A caisson is specially useful in cases where there may be a head of water on either side, as then it takes the place of two pairs of gates pointing in opposite directions, or for closing an entrance against a current. A caisson, however, requires a much larger amount of material than a pair of dock gates, and a considerable width on one side for its chamber, so that under ordinary conditions gates are generally used at docks.
A ship caisson, so called from its presenting some resemblance in section to the hull of a vessel, occupies too much time in being towed, floated into position, and sunk into grooves at the bottom and sides of an entrance for closing it, and then refloated and towed away for opening the entrance again, to be used at entrances and locks to docks (fig. 25). Being, however, simple in construction, taking up little space, and requiring no chamber or machinery for moving it, this form of caisson is generally used for closing the entrance to a graving dock, where it remains for several days in place during the execution of repairs to a vessel in the dock. A ship caisson only requires the admission of sufficient water to sink it when in position across the entrance to a graving dock; and this water has to be pumped out before it can be floated, and removed to some vacant position in the neighbouring dock till it is again required. Like a sliding or rolling caisson, it provides a bridge for crossing over the entrance of the graving dock when in position.
Graving Docks. - Provision has to be made at ports for the repairs of vessels frequenting them. The simplest arrangement is a timber gridiron, on which a vessel settles with a falling tide, and can then be inspected and slightly cleaned and repaired till the tide floats it again. Inclined slipways are sometimes provided, up which a vessel resting in a cradle on wheels can be drawn out of the water; and they are also used for shipbuilding, the vessel when ready for launching being allowed to slide down them into the water. Graving or dry docks, however, opening out of a dock, are the usual means provided for enabling the cleaning and repairs of vessels to be carried out.
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| Fig. 26.—Plan of Southampton Graving Dock. |
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| Fig. 27.—Cross Section of Southampton Graving Dock. |
A graving dock consists of an enclosure, surrounded by side walls stepped on the face, and paved at the bottom with a thick floor sloping slightly down from the centre to drains along the sides, long enough to receive the longest vessel likely to come to the port. Its entrance, at the end adjoining the dock, is just wide enough to admit the vessel of greatest beam, and deep enough over the sill to receive the vessel of greatest draught, when light, at the lowest water-level of the dock (figs. 26 and 27). Graving docks are constructed of masonry, brickwork or concrete, or formerly in America of timber; they should be founded on a solid impervious stratum, or, where that is impracticable, they should be built upon bearing piles and enclosed within sheet piling, to prevent settlement and the infiltration of water under pressure below the dock. Keel blocks are laid along the centre line of the dock, for the keel of the vessel to rest on when the water is pumped out; and the vessel is further supported on each side by timber shores supported on the steps or “altars” of the side walls, which are lined with granite or other hard stone, or
