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trolley cab, when the trolley is in po- sition over the unloader tracks. Supported in the main frame and directly above the tracks between the unloader legs is a two-compartment weighing hopper having a capacity of 180,000 pounds. At the bottom of each of the two chutes leading from this hopper is a smooth-faced drum mounted horizontally which can be rotated by means of a motor located in the space between the two com- partments. By rotating these drums in opposite directions, ore is fed from the hopper into cars standing on the rear tracks under the unloader, and a car loaded in from 20 to 30 seconds. The hopper rests upon scales of: spe- cial construction, which are read and operated by a weighman who walks along a plank walk supported on brackets on the water: side of the trough, as shown in Fig. 4.. These scales weigh accurately and cars are loaded uniformly to their maximum capacity. Current is supplied to the six un- loaders from an insulated bar iron conductor mounted on extended ties at the top of the wall supporting the rear legs. Contact shoes on the rear trucks carry the current from the conductor rails on 'to the unloaders from which point it is wired to the various electric motors needed to operate the machine. The maximum capacity of each ma- chine is over 300 tons per hour when unloading the first half of a cargo of ore. Four or five shovellers are re- quired in the hold of the boat, to help clean up, but these are not necessary until the greater portion of the 'cargo has been unloaded automatically. With the new wide opening grabs now be- ing installed--opening over 18 feet-- the cleaning up labor will be brought to a minimum. THE ORE REHANDLING BRIDGE. In order to be able to stock the ore unloaded into the trough by the six machines previously described, a Hoover & Mason ore stocking bridge is provided on the land side of the trough which consists of a double riveted truss supported on two towers 242 feet center to center. Canti- levers about 150 feet long extend from 'the bridge beyond the towers at each end, making the total length of bridge about 550 feet. The canti- lever at the east end extends over the ore trough and above the rear can- tilevers on the unloaders. The two towers are heavy rectangular struc- tural frames each carried on 32 wheels in pairs, mounted on springs, similar TAE Marine Review to standard railroad construction. These wheels travel upon runways of solid concrete on top of which are laid ties, with two standard T rails spiked to them. The truck girders are of heavy plate construction and either end is extended to provide for the mounting of a spool driven through gearing by a 35-horsepower motor. Around this spool is wound a steel cable which lays along the runway and is securely anchored at its far end. By turning the spool, the bridge is moved in either direction--longitud- inally. The motion of the bridge is controlled from the operator's cab in the trolley which travels above. Each tower is carried on a roller nest on top of the truck girder which permits the bridge to skew about 15 degrees either side of the normal position, in case one tower in moving should for any reason get ahead of the other. This skewing also greatly assists in placing and delivering ore. On the track which is supported from the cross frames of the bridge runs the man trolley which operates a 14-ton Hoover & Mason grab bucket. The trolley is carried on 10 heavy chilled wheels of which part of them are driven by four 35-horsepower mo- tors geared to the 'axles. The bucket operating mechanism is similar to that on the trolley of the unloader with the exception that no mechanism is provided for turning the bucket to open lengthwise of the bridge as this is not necessary in stocking the ore, while on the unloaders the bucket has to be turned to open lengthwise of the hatch in order to go down into the hold. The speed of travel of the trolley is about 800 feet per minute, while the speed of the bridge traveling lon-: gitudinally is about 60 feet per min- ute.. The four 125-horsepower motors -- in the trolley, for hoisting, lowering, opening and closing the bucket are capable of hoisting the bucket and load at a maximum speed of about 175 feet per minute. The man in the cab on the trolley controls all of the movements of the trolley bucket and bridge. The bridge traverse is accomplished by the two 35-horsepower motors located at the base of each tower, these motors be- ing operated by controllers located in the cab of the trolley. Current' ts supplied to 'the bridge from conduit rails running along one side of the runway similar to those on the un- loaders. In the tower nearer the river is a weighing hopper of the same gen- eral type as those on the unloaders. 19 This is provided so that cars can be loaded to maximum capacity and ac- curately weighed direct from stock by the bridge itself. A single railroad track runs parallel to the runway and closé {0 it; | The capacity of the ore pile under the main span of the bridge is over 600 tons per lineal foot--that «under the cantilever on the water side is about 250 tons per lineal foot while the ore pile under the other cantilever will stock 350 tons per lineal foot. Thus the total ore stocking capacity of the bridge is over 1,200 tons per lineal foot, or about 970,000 tons in a length of 800 ft. of runway. The bridge has a maximum capac- ity of 400 tons per hour, carried from the ore trough to the center of the main span. An excellent view of the bridge and unloaders at closer range is given in Fig. 4, which gives a-better idea' of the' great length of the ore bridge and emphasizes the stability of the structural design. OBITUARY. Rear Admiral Joseph Bullock Cogh- lan, United States navy, retired, died suddenly Dec. 5 at. the home: of Charles Chamberlain, Sutton Manor, near New Rochelle, N. Y., where he and Mrs. Coghlan were staying pre- paratory to occupying their new home now nearing completion in New Ro- chelle. The burial took place in Ar- lington National Cemetery at Wash- ington, Dec. 9. Admiral Coghlan had spent 45 very active years in the navy and there are hundreds of inci- dents recorded showing his bravery and efficiency, the most notable being the record of the great battle at Ma- nila in which he: commanded the cruiser Raleigh. Perhaps Admiral Coghlan's fame will be best perpetu- ated by the amusing incident of the "Hoch der Kaiser' poem which he recited at a dinner given in his honor at the Union League Club in New York and which created such a sen- sation as almost to amount to an in- ternational complication. The scout cruiser Salem was given a standardization trial over the Rockland course last week. The maximum speed was 25.3 knots and her average speed on her three fastest runs was 24.9 knots. The third of the great steel floats building at Fore River for the New | York, New Haven & 'Hartford rail- road, was launched last week. The float is 337 ft. long, 40 ft. wide, and is capable of carrying 28 loaded freight cars. : iver bs pe eB aah