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SCRAPER CLAM-SHELL BUCKET FOR HANDLING PUMPED RIVER SAND. The clam-shell bucket shown in the accompanying photographs is of the type known as the scraper clam shell and was recently built for the sand unloading plant of the Meranac Portland Cement &, Material bGo.,.308 St. Louis, Mo., by the Hayward Co., of New -York. This buckét is; a re- markable example of the scraper type 'TRAE MarRin'g KEVIEW or on the material in reference to the lead of ropes aloft, there is always a deflecting sheave automatically adjust- ing itself to the bend of the rope. Thus the operating ropes never come into. contact with: stationary sur- faces in the bucket and all friction and cutting effects are eliminated. To further safeguard the ropes the lower center 18 made so that the sheaves and 'ropes 'travel throtigh a bath of clear oil which tends to wash out FS . guides or slides ,are used in this bucket and their duty is comparatively light. These slides are hollow and round and hang perpendicularly from the upper center. They project through the lower center and serve to keep the two centers in alignment. The reach or opening of the bowl of this buck- et is very long and the mouthpieces comparatively wide, giving it the abili- ty to fill in hard shallow material and to clean up large areas with few HAYWARD SCRAPER CLAMSHELL BUCKET IN OPEN AND CLOSED POSITIONS. and is unique in construction, its design being the result of many years experience in building automatic dig- ging and conveying buckets. The closing mechanism is of the familiar rope and sheave tackle 'de- vice in which the closing rope is reeved through a number of sheaves disposed in the upper and lower centers of the bucket and dead ended at the trolley carriage of the hoist- ing tower: The .holdiwie line, is passed under a single sheave in the upper center and also dead ended at the trolley carriage. This arrange- ment permits the bucket to be hoist- ed and trolleyed at the same time without any compensating mechanism on the operating lines. The advan- tage of this method of operation would be lost, however, by the in- creased wear and tear on the ropes were it not for the extreme care tak- en in providing against this wear in the bucket itself. The sheaves are unusually large and so arranged that there is no side friction on the rope. A novel form of guide sheaves is so arranged on the upper center that no matter what position the bucket is landed in the grit and sand: which they may pick up. A clean .out is provided at this point for removing the sediment at the bottom of the lower center. The connecing rods: and bowl are made in the usual style employed in Hayward buckets,--of forged and flanged steel. securely 'braced against lateral shocks and movement. All rivets are countersunk in the bowl and all edges are champered or flush inside of same so that the bowl is absolutely free of all obstructions. The mouth of the bowl is entirely shrouded and protected by a heavy mouthpiece or cutting edge. The up- per and lower centers are made of steel casting and arranged, to receive a light steel sheave frame. which contains the sheaves and protects the castings from wear. All hinge points throughout the bucket are provided with removable bronze bushings and so arranged that the bronze receives the wear in every case and all pins and bolts are preserved in good shape. Oiling provisions are made at all points, the sheaves being supplied through the pins, which are of large diameter and contain oil chambers con- nected tocups at their ends. Only two Provision has been made for every condition of service and wear that the hard proposition ot digging pumped river sand at high speed can present. operations. NEW FREIGHT BOAT REACHES PASCO ON THE UPPER CO- LUMBIA RIVER. The Pasco, Wash., Commercial Club gave an elaborate banquet Monday even- ing, Dec. 28, in honor of the arrival of the freight steamer Inland Empire and the United States dredge Umatilla. The banquet was a weicome to the Open Riv- er Transportation Co. which has com- menced freight service on the upper Co- lubia river from Celilo Falls to Pasco. The cargo of the Inland Empire amount- ed to 150 tons; heretofore the largest cargo ever carried on the upper Colum- bia was 40 tons. This service inaugur- ated a new era in the navigation of the upper Columbia river. The crew of the Inland Empire includes Capt, Clar- ence Kellog; Charles Spinner, first mate, and Thomas Tackleberry, chief engineer. A municipal ferry line from New York to Stapleton, Staten Island, will be put into operation within a few weeks,