doubtless remember the trials and tribulations, also the extra expense caused by fall rope carriers, both of the connected kind and the kind which needs a button rope to space them properly. The hoisting line in this case is run around an elliptic drum on the engine in the same way as the hauling line. The hoisting is done from the opposite direction, and the slack of the hoisting line is held up when load is landed by the slack side of line which is attached far enough back of end of same to leave enough rope to reeve through blocks and give the amount of hoist required. There is a varying tension in this line caused by the loading and unloading which is governed by the weight box shown in the tower.

In order to have this hoisting line continuous and to prevent twisting with the endless part of the same, a patented double swivel attachment is put on where the end is attached to the bight. When the ropes were first installed these lines showed a disposition to twist and interfere with each other, but after the machine was operated a few times the swivels worked as it was intended they should and no further interference was noticed.

The hoisting and hauling ropes used in this plant are the regular 3/4in.x19 wire cast steel hoisting ropes. These lines are smaller than those which are generally used in cableway work. They are large enough for the service required here, and as they are not subjected to the wear caused by being run through carriers, will give as long service as the % in. ropes usually put on machines of this kind. The view, Fig. 2, shows the way these lines lead when load is in position near tower. The highest one is the tight side of hoisting line. The next one below is the endless or traversing line. This line appears to be below the other, owing to the fact that the view was taken from the ground level. They run out of the tower from sheaves that are level and are separated 36 in. horizontally. The line shown below the two above mentioned lines is the slack side of hoisting line. It is attached to the bight of hoisting line 220 ft. from carriage, and the hoisting end can be seen reeved through carriage sheaves and fall block. The line below the cable is the traversing line and the attachment of ends of same to carriage can be noticed in view.

Fig. 431 shows the right of way and tracks over which the head tower travels while in service. These tracks are 650 ft. long, and are long enough to allow cableway to cover the entire length of lock walls and the coffer dams required above and below same. The right of way shown was, owing to limited space allowed, a very narrow one, being only 57 ft. wide. This, I think, is the narrowest right of way over which a 55 ft. movable cableway tower has ever been operated, and for this reason it was necessary that the tracks should be constructed in the most substantial manner. They had not been completed when the view was taken, but enough is shown to give an idea of how the work was done. The two front tracks which carry the weight of tower and stand most of the thrust caused by the tension of cables and are

spaced 18 ft. between centers. 65 lb. steel rails were used with cedar ties, which are spaced 18 in. between centers. Every fourth tie is an 8 in.x8 in. timber extended through so as to tie both tracks and keep them in line with each other. The center of the rear track is 24 ft. 111⁄2 in. from the center of middle track and is constructed in the same manner except that it is tied to the others by 8 in.x8 in. timbers, which extend across right of way at every sixteenth tie. The most approved kind of rail braces are used on the outside lines of rails in the direction of thrust. These are securely spiked to every other tie. They cannot be seen in this view, but are shown very plainly in Fig. 430. The ground on which these tracks were built is a deposit of glacial drift mixed with soft clay and muck. It was very soft and wet, caused by a swampy depression back of the bank shown on the right hand side. The problem of proper drainage for this right of way was solved by the ditch shown, which was dug down 6 ft. to bed rock and curbed and braced. It was put in as shown in view and left open to insure positive drainage. The seepage from the bank and storm water is carried to the river through a pipe drain laid under tracks, which is large enough to take care of same under any ordinary conditions. This ditch proved in practice to be a very satisfactory solution of the drainage problem. The tracks were accurately lined to fit the gauge of the tower trucks and made as near level as possible. The towers can be moved to any point desired with a very slight expenditure of power.

Fig. 433 is a distant view of the head tower taken from a point on the bank about 300 ft. north of the same. It is given to show how the lines lead from the tower when load is in the centre of span. Fig. 434 is taken from the same point and shows the other end of the span with the load and carriage about midway between towers. It also shows the method of attaching hoisting line,and how it is kept up without the aid of fall rope carriers. Fig. 432 is a near view of tail tower, which, owing to difference of level of banks of river, is only 30 ft. high. This tower is on the west bank of river, and as a right of way was limited only by what was needed to get proper proportions of tower, the tracks could be spaced in a little. better proportion to height of tower. The tower tracks on this side are 13 ft. between centers and the center of counterweight track is 16 ft. 11 in. from center of middle track.

The same style of construction was followed here as previously described for the head tower; no difficulty about drainage was encountered, as the right of way is on a solid, well-drained clay bank. The large sheave shown back of the head timbers of the tower is the one around which the hoisting line passes. As the swivel connection on the hoisting line has to pass around this sheave, a wide groove and large diameter was preferable to the two small sheaves shown in view which carries the traversing rope. This swivel connection, previously described, will not have to touch this sheave, except when carriage is within 200 ft. of tail tower, which

will be found to be very seldom the case, as about 90% of the work to be done is in the middle of span and near east bank. The dimensions of the tower platform is 42 ft.x23 ft., and it is built of the same material and put together in the same substantial manner as the head tower previously described. The shed shown over the anchorage was built to protect from the weather the anchor tackle and coil of in. line used in adjusting same.

The time used in the erection of the machine was 31 days of 8 hours each. Had it been necessary, the work could have been done in much less time, but owing to the weather and unexpected delays in the delivery of timber used in towers, for which extensions of time were granted, the work was delayed.

In adapting the cableway to the work under his charge, Major Abbot has shown what a relatively enormous area can be covered by a machine of this kind. The total area covered by this machine, including right of way for tracks, is 18 acres; the tracks and towers take up an acre and a half of this, leaving sixteen and a half acres, any point of which can be reached by the fall block hook. When we consider that a large part of this area is the roughest and most inaccessible surface imaginable, many points of which it would be impossible to reach economically with any other form of conveyor, and that a five ton load can be taken from or delivered to any point within the bounds mentioned at a speed of 800 ft. per minute, with perfect safety to operators and machine, it shows the capabilities of a cableway in this line in a very substantial way.

The construction of Lock and Dam No. 2 is a work that cannot fail to be of great interest to the members of the Western Society. This work will be carried on through the next two working seasons and will not be completed until the latter part of 1900, and as the cableway had been very thoroughly tested and proved in service to fully meet the requirements of the work to be done, it was decided to call your attention to this part of the plant now, and follow later with another paper on the record made and a general description of the work done.

DISCUSSION.

Mr. Bainbridge: Will Mr. Seymour explain how the tower platforms and weight cars are moved?

Mr. Seymour: The cableway will not be put in active service this season. All of the work to be done with it this year is preparatory work, and the towers will not have to be moved until the work in the river is commenced next spring. When needed a haulage plant will be put in to move the towers to any position desired. This plant will consist of a small double drum winding engine placed on the platform, and wire rope tackle blocks which will be anchored to the platform and at both ends of track. This arrangement will move the tower in either direction and hold it in position while at work. The plant 'for the tail tower will be the

same except that the power will be applied through a suitably geared "winch" which will be operated by hand.

Mr. Wisner: What is the cost of a machine of this kind?

Mr. Seymour: I cannot give the exact figures as the erection was done with labor furnished by the officers in charge of the work and the cost of the same has not yet been accurately figured up. The conditions under which this plant was installed were very favorable for economical handling of materials used in construction, and considering the quality of work done, the cost was comparatively low. The plant cost about $11,500.

Mr. Wisner: That would include the engine and boiler? Mr. Seymour: Yes, the complete plant ready for operations. Mr. Strobel: Does that cost of $11,500 include the cost of rails and tracklaying?

Mr. Seymour: Yes, sir.

Mr. Condron: Will Mr. Seymour please point out more clearly the arrangement of the hoisting line through the carrier?

Mr. Seymour: Figure 434 shows how the hoisting line is arranged better than any other view we have. This view sho s the west half of the span with the load about the centers of the same, and shows how the hoisting end of line is held up when the load is suspended ready for traversing. When the load is lowered, the point where lines are attached, about in the center of the view, approaches the carriage. As this part of the line is only 220 feet long the weight of the fall block is enough to hold it up without. the aid of carriers. The rest of the hoisting line passes around sheaves in both towers, the same as the traversing line, and it can be given tension enough to hold it up above the cable as shown in the view.

Mr. Wisner: What is it that holds the deflection of the hoisting cable up?

Mr. Seymour: The weight of the fall block keeps the hoisting end up, and the deflection of the endless part of line is kept even in both strands by the weight box shown rather indistinctly in the tower in figure 430.

Mr. Wisner: Does the weight box have to have a separate cable?

Mr. Seymour: No, sir, there are only three working lines on the machine, the carrying cable, the hoisting line and the hauling or carriage line. One end of the hoisting line is attached to the becket of fall block and the other end is attached to the bight of the same line 220 feet from the fall block. This hoisting line is reeved through the hoisting sheaves of the fall block and carriage, it leads from the carriage to the under side of the large sheave shown on tail tower in figure 432, and leads from the upper side of this sheave back to the sheave shown on the top of the head tower in figure 430 and then passes down around the engine drums. From the engine it leads to a sheave under the head timbers of the tower, and then down around the weight, box sheave