UNITED STATES DEPARTMENT OF THE 

INTERIOR J. A. Krug, Secretary. 

GEOLOGICAL SURVEY W. E. Wrather, Director. 

lCULAR 17 September 1947 

EQUIPMENT FOR RIVER MEASUREMENTS 

STRUCT ~--RES FOR CABLEW AYS 

By 

. Charles H. Pierce · 

WASHINGTON, D. C. 

UNITED STATES DEPARTMENT O.F T·HE 

INTERIOR J. A. Krug, Secretary. 

GEOLOGICAL SURVEY W. E. Wrather, Director. 

l·~ULAR 17 September 1947 

-·:================================================~ 

EQUIPMENT FOR RIVER MEASUREMENTS 

STRUCTURES FOR CABLEW AYS 

By 

Charles H.· Pierce 

WASHINGTON, D. C. 

STHJC'IDRES FOR OABLEWA!S 

CONTENTS 

Page 

Introduction • • • • • • • • • • • • • • • • • • • • • • • • • • • 1 

Cableway across Columbia River above Oelilo Palls, Oregon • • • • 2 

Design • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 4 

Measurement of the span • • • • • • • • • • • • • • • • • • • 5 

Loads ...... , • • • • • • • • • • • • • • • . • • • • • • • • 5 

TYPes of construction • • • • • • • • • • • • • • • • • • • • • • 8 

Wire rope • • • • • • • • • • • • • • • • • • • • • • • • • • 9 

6 x 7 wire rope • • • • • • • • • • • • • • • • • • • • • • • 10 

6 :x: 19 wire rope • • • • • • • • • • • • • • • • • • • • • • 10 

Tramway track strand • • • • • • • • • • • • • • • • • • • • 10 

Grades ot steel • • • • • • • • • • • • • • • • • • • • • • • • • 11 

Fatigue due to vibration • • • • • • • • • • • • • • • • • • • • • 11 

Computations • • • • • • • • • • • • • • • • • • • • • • • • • • • 12 Fo1~mnl as • • • • • • • • • • • • • • • • • • • • • • • • • • 12 

Elongation under load • • • • • • • • • • • • • • • • • • • • 14 

Modulus at elasticity • • • • • • • • • • • • • ••••••• 15 

~otion sag • • • • • • • • • • • • • • • • • • • • • • • • 16 

Supports at different elevations • • • • • • • • • • • • • • 20 

Tension in baCklines • • • • • • • • • • • • • • • • • • • • 21 

Bending moment in towers and A-frames ••••••••••• • 21 

Effect at changes in temperature • • • • • • • • • • • • • • 2l 

Ueesurement of length • • • • • • • • • • • • • • • • • • • • • • 24 

Factors of safety • • • • • • • • • • • • • • • • • • • • • • • • 25 

Specifications • • • • • • • • • • • • • • • • • • • • • • • • • • 26 

Anchorage connections • • • • • • • • • • • • • • • • • • • • • • 27 Th~ble-and-clip connections • • • • • • • • • • • • • • • • 28 

Sockets • • • • • • • • • • • • • • • • • • • • • • • • • • • 29 

Take-up at socket connections • • • • • • • • • • • • • • • • 30 

Galvanizing • • • • • • • • • • • • • • • • • • • • • • • • • • • 30 

Anchorages • • • • • • • • • • • • • • • • • • • • • • • • • • • • 31 

Design • • • • • • • • • • • • • • • • • • • • • •••••• 31 

Supporting structures • • • • • • • • • • • • • • • • • • • • • • 33 

Heights of supports • • • • • • • • • • • • • • • • • • • • • 33 

Towers • • • • • • • • • • • • • • • • • • • • • • • • • • • 33 

Steel A-trEmes • • • • • • • • • • • • • • • • • • • • • • • 34 

Steel poet support • • • • • • • • • • • • • • • • • • • • • 35 

T~ber A-trames • • • • • • • • • • • • • • • • • • • • • • • 35 

Footings • • • • • • • • • • • • • • • • • • • • • • • • • • 35 

Grounding • • • • • • • • • • • • • • • • • • • • • • • • • • 36 

Bearings at tops ot supports • • • • • • • • • • • • • • • • • • • 37 

Sheaves • • • • • • • • • • • • • • • • • • • • • • • • • • • 3? 

F1n connections • • • • • • • • • • • • • • • • • • • • • • • 37 

Saddles • • • • • • • • • • • • • • • • • • • • • • • • • • • 37 

Gaging cars • • • • • • • • • • • • • • • • • • • • • • • • • • • 37 

TYPe-A gaging car • • • • • • • • • • • • • • • • • • • • • • 38 

Type-B gaging ce.r • • • • • • • • • • • • • • • •••• • •• 38 

Accessories • • • • • • • • • • • • • • • • • • • • • • • • • 38 

iii 
ILLUSTRATIONS 

Page 

Plate 1. Columbia River above Celilo Falls, Oregon •••••••• • 2 

2. Sag diagrams for improved plow-steel 6 x 7 wire rope •• ·14 

3. Sag diagrams for extra high strength tramway track 

strand • • • • • • • • • • • • • • • • • • • • • • • • ·14 

4. Computation of erection sag for extra high strength 

tramway track strand •••••• ~ ••••••••••• 16 

5. Anchorages for 3/4 -inch cableway • • • • • • • • • • • • ·32 

6. Anchorages for 7/8 -inch cableway • • • • • • • • • • •• ·32 

7. Anchorages for 1 -inch cableway •••••••••••••• 32 

8. Sidehill anchorages • • • • • • • • • • • • • • • • • • • .32 

9. T-beam anchorage for 3/4 -inch cableway • • • • • • • • • ·32 

10. Square steel tower, Wilsonville, Oregon ••••••••• ·34 

11. Square steel tower, Wilsonville, Oregon; bill of 

material • • • • • • • • • • • • • • • • • • • • • • • • .34 

12. Square steel tower, Maryhill, Washington •••••••• ·34 

13. Square steel tower, saddle for 1 .3/8 -inch tramway 

track strand • • • • • • • • • • • • • • • • • • • • • ·.34 

14. Steel A-frames, 10 and 15 feet ••••••••••••• ·34 

15. Steel A-frames, 20 and 25 feet ••••••••••••• ·.34 

16. Steel A-frames, 30 feet • . • • • • • • • • • • • • • • • • ·.34 

17. Steel A-frames, .35 feet •••••••••••••••••• 34 

18. Steel A-frames, 40 feet •••••••••••••••••• 34 

19. Steel post support . • • • • • • • • • • • • • • • • • • • .34 

19-A.Steel post support footing •••••••••••••.••• 34 

20. Timber ·A-frames • • • • • • • • • • • • • •. • • • • • • • ..34 

21. ·~e-A gaging car, with root • • • • • • • • • •••••• 38 

21-A.Type-A gaging car, with roof; bill of 

material • • • • • • • • • • • • • • • • • • • • • • • .38 

22. Type-B gaging car, structural. aluminum • • • • • • • • • .38 

23. Type-B gaging car, with roof ••••••••••••••• 38 

24. Colorado River type gaging car • • • • • • • • • • • • • .38 

25. Gaging car puller, Colorado River type •••••••••• 38 

TABLES 

Page 

Table 1. Weight per foot, net cross-sectional area, and breaking 

strength of galvanized plow~steel 6 x 7 wire rope • • • 7 

2. Weight per foot, net cross-sectional area, and breaking 

strength of smooth-coil round-wire galvanized tramway 

track strand • • • • • • • • • • • • • • • • • • • • • 7 

.3. Erection sag d required for a specific loaded sag D for 

E • 20,000,000 and 22,000,000. Extra high strength 

tramway track strand with safety factor of 4 ••••• 16 

4. Allowable soil pressure in tons (2,000 pounds) per 

square,foot •••••••••••••••••••••• 36 

iv 
STROCTlJRFS FOR CABIEWAYS 

By Charles H. Pierce 

Introduction 

Oableways and other structures that are used in connection with 

measurements of river discharse are designed for definite and specific 

purposes, and the various condi tiona that may a:ff'ect their use require 

careful consideration. The selection of the site tor a cable?~ should 

be made with due regard to the hydraulic conditions ot the river as well 

as to the formation of the river banks. In current-meter measurements, 

the direction and pattern of the stream flow and its possible effect on 

the perfomance of the current meter are of major importance. The channel should be straight at the place of measurement and the river should 

be flowing smoothly, without eddies or cross-currents. It is desirable 

that the flow should be in one channel at all stages; sections having 

overflow or diversions into old channels should be avoided it possible. 

Particles of drift in surface flotation that ~y be observed tram the 

river banks or a boat should move in parallel straight lines and in a 

direction that is parallel with the river banks. The section should be 

free of large rocks and boulders; the bottom should be as smooth as is 

obtainable. It is always desirable to observe conditions at various 

stages of the river, especially at medium. and high st.ages, before deciding upon the site. 

The fundamental principles that underlie the proper use of the cur- ~nt meter in making discharge measu~~ents are fairly-well established, 

although the methods of procedure may differ with the various conditions 

that are encountered and with the available equipment. Tb obtain an 

accurate measuremen·t of the discharge 1 t is necessary to determine the 

depth at definite places in a cross seation of the channel and to measure 

the velocity at each of those places. Therefore, the method of procedure 

should permit the placement of the current meter at definite and specific 

positions in the cross section. 

CUrrent-meter measurements are made i'rom bridges or ca.blewa.ys, 'by 

wading, from ice cover, from boats, or from improvised structures in 

accordance with the circumstances and conditions at the place ot measurement. The general procedure to be employed in each of these types of 

measurement has been described elsewhere 1/• 

Because ot the more satisfactory conditions ot velocities and stream 

bed that are generallY obtainable at sites selected for cableway installations, as well as the more convenient arrangements tor the suspension 

and placement of the current meter, cablewa.ys are preferred to bridges or 

boats for rivers that can be safely spanned with ordinary types ot structures. OUtstanding examples of cableway oonst~1ction are the 1 1/4 -inch 

lf See Water-'gupply Paper 888 - Stream-gaging procedure, :!?P• 13 - 28. 

1 
galvanized tramway track-strand cableway with a clear span of 1,654 feet at 

the gaging station on the Columbia River at Trinidad, Wash. Y, and the 

1 3/8 -inch galvanized tramway track-strand cableway with a clear span ot 

1,727 feet at the measuring section on the Columbia River 9 miles upstream 

from Celilo Falls, Oreg., that is shown in the photograph. (Plate 1). 

Cableway across Columbia River above Celilo Falls, Oregon 

The cable?my above Celilo Falls, Oreg. is an outstanding example of 

cnbleway construction, not only tor the length ot span and the height ot 

tb towers but also because of the unusual features of its design and 

operation. It was constructed under the supervision of George rr. Cantield, 

district engineer, and is used for discharge measurements in deteDmining 

the flow of the Columbia River at The Dalles, Oreg. The first measurement 

from this cableway was made on 1anuary 28, 1937. The following are same 

of the interesting features of its design and construction. 

The clear span between centers ot towers is 1,727 feet. A 1 3/8 -inch 

galvanized extra-high-strength tramway track strand of 37 wires furnishes 

the track for the gaging car. Above this strand there is a 5/8 -inch 

galvanized extra-high-strength tramway track strand of 19 wires that was 

used as a messenger cable in the erection of the 1 3/8 -inch strand. After 

that erection was completed, the 5/8 -inch strand was cut to the desired 

length, field socketed, and erected for an electrical conductor to provide 

current for the airways war.n.ing lights. It is insulated f'rom the towers 

by strain insulators. The o·ther side of the circuit is grounded to the 

1 3/8 -inch strand. Stockbridge vibration dampers on both the 5/8 -inch 

and the 1 3/8 -inch strands prevent destr-~ctive resonant vibrations. The 

f'our individual strands shown in the photograph {pl. 1) 1 Which was taken 

from the Washington side or the river looking toward Oregon, :may be 

described as follows: · 

1. The upper is a 3/4 -inch galvanized extra-high-strength steel 

strand that is attached at the tower to a plate-fitting to which the 

5/8 -inch tramway track strand (electrical conductor) is dead-ended. At 

the lower end it is attached to a turnbuckle that is connected to an eyebolt in a ~type concrete anchorage. 

2. The second, downvvard, of the inclined strands is the 1 3/8 -inch 

strand mentioned above. It passes continuously over a saddle in the tower 

to an open briage socket with 9 feet 4 inches take-up to an eyebolt in the 

same T-type concrete anchorage on the Oregon side of the river that is 

used for the anchorage of the 3/4 -inch strand. On the Washington side ot 

the river an open socket is used for attachment to a T-type concrete anchol'-

age which is also the same anchorage that is used f'or the 3/4 -inch strand. 

3. The third, downward, is also a 3/4 -inch steel strand that is the 

same as the upper strand except that its upper end is five teet lower where 

it is attached to the base of the main saddle. 

~--------~~-~------------ gj See Water-Supply Paper 962, plate 1, for photograph. 

2 
Columbia River above Celilo Falls, Oregon 

STRUCTURES FOR CA.BI.EWA'YS , PlATE I 
4. The lowest of the four strands is a 1/2 -inch galvanized standard-steel strand the.t is attached to the tower at its up:per end and to 

a separate concrete anchorage at its lmver end. It carries a sheave to 

which is attached a 140-pound counterweight. A 1/4 -inch galvanized 

wire rope about 200 :teet in length is attached to the counterweight. 

The other end of the wire rope is provided with a lever clamp for attachment to the 1 3/8 -inch tramway track strand at the cable car after the 

rapid descent of the car dOlm the incline has been sufficiently checked 

by the action of the counterweight. On the return to the landing platform at the tower, the pull exerted by the counterweight assists the 

occupants of the car in the ascent of the steep slope adjacent to the 

tower. 

The towers are 101 feet in height above the tops of the concrete 

piers which are at an elevation ot 174.00 feet above mean sea level. 

The tope of the piers on the Washington side of the river shown in the 

foreground (pl. 1) are 5 feet above the ground surtace; those on the 

Oregon side are 13 feet. 

In accordance w1 th the requirements or the Bureau ot Air COmmerce, 

Department of' Commerce, llhich were mandatory under the provisions of the 

parmi t issued by the War Department, each tower was painted throughout 

its height with alternate bands of' international orange and white, the 

widths of the orange bands being one-seventh of the height of the tower 

and the widths of the white bands one-halt of the orange. The towers 

were required to be lighted in accordance w1 th the following specifications: 

At the top of each tower there shall be installed two 5o-watt 

lamps so equipped with a relay tor instant switchover 1n the event 

or lamp failure. 

At both the one-third and two-third levels of each of the 

towers there shall be installed two 5o-watt lamps, these lamps 

being placed at each level in such a manner that there will always 

be at least one light visible at each level. 

All lamps shall be inclosed in red Holophana globes and shall 

burn from dusk to dawn. 

Compliance with the last specification was made by installing one 

pair of 60-watt lights in red Holophane globes on diagonally opposite 

corners of the tower at the one-third e.nd two-thirds heights, the lights 

at each height being on the opposite corners from those at the other 

height. 

As the nearest source of commercial power was 12 miles distant, it 

was necessary to provide power at the site. This power consists or two 

Model D 1700 S fully-automatic 800 watt, 110 volt n.c. Kohler air-cooled 

gasoline-engine-driven electric generators. 

3 
The cost of the cacplete cableway installation was $15,000, including 

the two electric-generator plants, the air-conditioned power house, the 

astronomical clock and time switch, the switchboards and wiring for the 

airways warning lights, the obstruction markings, and the warehouse with 

living quarters for engineers visiting the station for discharge measurements. Because ot the strong winds prevalent in the area fran about 

10 a.m. to 8 p.m., 1 t is necessary to begin e. discharge measurement 1n the 

early morning as soon as there is light enough to see. 

Design 

Important considerations in the design or cableway structures are 

the clear span between the supports 1 the weight ot the wire rope or strand 

and the concentrated load, the loaded and the unloaded sag, the effect or 

changes in temperature, and the heights ot the supports required tor the 

necessary clearance above low water and extreme high water. The design 

of the wire rope or strand consists of the detemiDa:,ion ot the necessary 

length; the correlation ot sag and allowable stress tor any loading that 

may occur when the cableway is in use, including an allowance tor the 

effect ot changes in temperature; and the selection ot the· size and k1Dd 

ot wire rope or strand that will meet the requ1raaents most sa't1staeto:ri31" • 

As the several parts ot the design are interrelated to a considerable 

extent 1 some preliminary computations may be required before the final 

decision is made as to the size and the necessary sag. The use ot sag 

diagrams, sim1lar to those shown in plates 2 and 3, may be helpful in the 

preliminary computations. In some circumstances, especially tor long 

spans, 1 t may be found desirable end economical to place the supports tor 

a minimum length or span, even though high supports are required; whereas 

for short s:pans a saving of a few teet 1n the le~~gth or span may not be 

ot a.s great importance as a reduction in the heights of the supports. 

The physiography of the river banks and the approaches to the cableway 

may detemine the positions ot the supporting structures and, therefore, 

the length of the span as well as the size and shape or the f'ootillgs and 

anchorages. If possible, these should be on ground not subject to submergence. 

It is generally desirable to have the supports at the same elevation, 

although the necessity tor clearance over a railroad, high.W83', or electric 

power line along one side or the river, or the desirability for greater 

ease of operation on the near side, may be sutticient reason for a difference in elevation. 

In the design ot a ee.bleway structure, different factors of safety 

may be used tor its several Jnrts, as the uncertainties will vary with 

the nature or the material end the methods of its fabrication, the conditions of loading, and in some instances, with the physical conditions 

at the site.y. The parts of the structure tor which individual designs 

----------~-~------~----- Y Information regarding the factor of safety in engineering design may 

be tound in the paper by Freudenthal and the subsequent discussions. See 

Freudenthal, Alfred M., The Saf'ety ot Structures: .ASCE Proc., October 1945; 

discussions in Proceedings tor J'anuary, February, and JUne, 1946, and 

February 1947. 

4 
are necessary are ( 1) the wire rope or strand, oor:monly called the 

"cable," ( 2) the supports, which are usually A-frames or towers, ( 3) the 

anchorages, usually imbedded in the ground, (4) footings tor the supports, (5) anchorage connections, and (6) ba.cklines, staySJt and guys. 

Various accessories may require special consideration in the design to 

such an extent that standard plans can be used only to a ltmited degree. 

If the river is classed as "navigable," the Corps of Engineers, u. s. 

Arfrr1, may establish certain requirements as to clearance for which 

infonnation, as well as the necessary permit, should be obtained through 

the officer in charge of the local district. The permit from the War 

Department usually specifies canplie.nce with requiremen1;s issued in 

accordance with law by any department of the Federal Government for the 

aid or protection of aerial navigation (see p.33). These requirements 

should be ascertained in advance, as f'ar as possible, and observed in 

the design of the structure. 

Measurement of the span 

Same of the preliminary studies, such as the investigations of the 

relative economies or different spans and the corresponding heights of 

the su:pports, may be based on approximate measurements of the span but 

e careful determination o.r the distance between supports and the distance from each support to the corresponding anchorage coDD.ection should 

be made before beginning the final computations. For short spans, the 

distance between supports may be measured with steel tapes or a tag line, 

but for spans of severnl hundred teet the distance should be determined 

by triangulation from a carefully meas~d base line, one end ot Which 

should be at the site selected for one end of the spm. The base line 

should be approximately as long e.e the span and all three angles of the 

triangle should be measured. J.t socket connections are to be used, the 

measurements of the base line and the aDgles should be sufficiently 

exact so that the length of span may be computed with e. reasonable degree of accuracy. 

As an error in detem.in.ation of the span produces an error in the 

length of the wire ro:pe or track stre.nd as purchased, and this error 

must be compensated by take-up adjustments 1n order to obtain the 

desired sag, it follows that an uncertainty 1n the measurement of the 

span necessitates provision for a greater take-up than otherwise would 

be required. W1 th the instrmnents that ordinarily are available for 

measurements of angles and distances it should be possible to deter.mine 

the SJml \'lith an allowable etTor not exceeding 1 in 2,ooo. 

Loads 

In any structural design, the anticipated loads are given primary' 

consideration and the structure should be designed to carr.y those loads 

with a reasonable f'e.otor of safety. If' there is large uncertainty in 

regard to the loads, e. large factor of safety beyond that incident to 

uncertainty in the strength of the materiel is needed. However, the 

mex1nnnn load on a. ca.blewe.y when it is in use for current-meter measurements can be detem.ined very closely. Loads caused by f'aL1.ir~ trees 

5 
or other objects striking the ~~re rope or strand may be in excess of 

those assumed in the design, but those loads are not likely to occur 

vmen the ceblewe.y is iri use. There is no record of a Geological Survey. 

ce.blevrey having failed. under the loads for which it was designed. SUch 

failures as heve occurred because of falling trees or from other causes 

when the cablevmy was not in use generally have been at the anchorage 

connections or have been due to upset~ing of the supports. 

The loads to be considered in the design of cablewe.y structures are 

(1) the dead-load weight of the wire rope or strand, which may be the 

dt.}isive or limiting load for long spans, (2) the concentrated load 

ca1·.ried by the gaging car or produced by tension on the meter cable 

attached to the car, and (3) loads caused by wind and ice. The weights 

per toot for various sizes of galvanized plow-steel 6 x 7 wire rope* and 

galvanized smooth-coil round-wire t~rey track strand that may be used 

in cableway design are given in tables 1 and 2. 

The concentrated load that is carried by the gaging car on two 

traveller sheaves*-* consists of the weight of the car and the equipnent 

and :possibly two men, the sum of which ordinarily may be taken as 500 

poimds; also the pull that may be exerted by the current-meter suspension 

cable. The breaking strength of the o.lO-inch reverse-lay cable that is 

camnonly used with reels is from BOO to 1,000 pounds. The breaking 

strength of the 0.125-incll reverse-lay cable which is used with 200-pound 

and 300-pound weights is about 1,500 pounds. A concentrated load ot 

1,500 pounds applied at the point of ma.:x:1Imm1 sag is commonly used in design 

except in those instances where it is expected that the o.l25-1nch meter 

cable will be used or additional heavy equipment will be carried on the 

gaging car. In those cases, the design shoul-d be made for a concentrated 

load ot 2, 000 pounds or whatever amount will include the weight to be 

carried plus the breaking strength of the meter cable. 

Wind load should be considered in the design of towers, guy cables, 

and footings, especially if the span is long. The possible effect of ice 

covering should also be investigated if the structure is in a region subject to freezing temperatures. In the design of the cableway structures 

for the station on the Columbia River at Trinidad, Wash., the effects of 

wind load and ice covering were investigated as stated by Arthur Johnson 

in his report ~: 

Two conditions were investigated; first, with the wind normal 

to the cable, and second, w1 th the wind 45 degrees from normal. In 

considering the wind stress, the cable and all members of the tower 

were considered as having a coating of ice extending 1/4 inch beyond 

each edge, or a total increase of 1/2 inch in width (N.E.L.A. class 

B loading); a 3/ 4-inch cable supported two feet above the main cable 

-----------~-----~---~---- • Add about 7 percent to the weight given for 6 x 7 wire rope to obtain 

the weight for a corresponding size of 6 x 19 wire rope. ** For the spacing of the sheaves see plates 21, 22, 23, and 24. 

~ Unpublished report entitled "Construction of a gaging station on 

Columbie. River at Trinidad, \'Vas h." by Arthur J"obnson, assistant engineer, 

May 1931. 

6 
1"able 1. -- ·.'Jeir.;ht per foot, net cross-sectional area, and breaking strength 

of galvenized plOl'T-stee1 6 x 7 wire rope* 

A!>:pro:z:- Net area Sreaking strength (vnth deduction of 10 percent 

Diamet.er iirnte for effect of ~alvanizing) 

t-Jei~ht of cross Improved Mild 

:9er foot section plow steel Plow steel plow steel 

Inches Pounds Sq_uare Pounds Pounds R:>unds 

inches 

3/4 0.84 0.215 40,800 35,600 30,900 

7/8 1.15 .294 55,200 48,000 41,700 

1 1.50 .380 71,400 62,100 54,000 

1 1/8 1.90 .484 89,600 ?7,900 67,800 

1 1/4 2.34 .596 109,800 95,400 83,000 

Table 2. -- Weight per foot, net cross-se<;_tional area, and breaking strenath 

of smooth-coil round-wire p,a1venized: tramway track strand. -

VJires Approx- Net area Breaking stren~th (with deduction of 

DiaBeter in irnate of cross 

10 percent for effect of _ga1vanizinr.;) 

strand weight section . J&t:ra High strength. 

per foot nigh strength 

Inches }.'!umber Pounds Square Pounds Pounds 

inches 

3/4 19 1.24 0.301 58,500 49,700 

7/8 19 1.69 .438 79,900 67,700 

1 19 2.20 .576 104,400 88,600 

1 1/8 37 2.70 .723 127,300 108,000 

1 1/4 37 3.23 .897 152,300 129,200 

1 3/8 37 4.01 1.081 189,000 159,800 

1 1/2 37 4.88 1.292 229,500 195,100 

* For 6 x 19 wire rope the vreir~ht is about 7 percent greater and the breaking 

strength is about 5 percent greater than that of the 6 x 7 wire rope. 

· NO'I'E. -- ,.rhe values of breakin5S strength and weight in table 1 are those given 

by the 1-Ja.tional Bureau of Standards: Wire Rope, Simplified Practice Recommendation R198--43, page 1, table 1. 

The b reeking strength and weitSht per foot of t r8l!lwe.y track s trend have 

not been officie.lly standardized. The values given in table 2 are those 

generally used. In ordering tramway track strand of a e;iven diameter, the 

required minir'um breaking strength should be specified. 

7 
was also considered. Such a cable will probably be required at 

some future date for supporting lights and streamers to mark the 

obstruction to aerial navigation. A wind pressure of 8 pounds per 

square toot on projected area of cables and 20 pounds per square 

toot on twice the projected area of the tower was used. The wind 

nomal to the cable gave the greatest overturning force or uplift 

on the footings and the wind 45 degrees from nonna.l gave the 

greatest ccmpression on the footings. Although side guys were 

used, the footings were designed to resist uplift due to wind 

pressure. Consequently, in this design the wind load no:rmal to the 

cable was used when considering uplift and 45 degrees from normal 

when considering compression. 

Types of construction 

Various types ot construction are used in cablevreys and the appurtenant structures. For long spans, high towers may be required similar 

to those shown in the photograph at the cableway across the Columbia 

River (see pl. 1) for which the designs are given in plates 12 and 13. 

Steel or ttmber A-frames may be used as supports tor cableways 

across streams of ordinary size where the span is not too great and the 

height of the support is less than about 40 teet. Designs for steel 

A-frames of various heights are shovm in plates 14 to 18. Designs tor 

timber A-frames are shown in plate 20. 

The steel post support that is shovm in plate 19 ha.s been found 

very satisfactory. It is s~ple in design and ordinarily the steel can 

be readily obtained. An H-beam support 27 teet in height for a cableway 

ot about 700-foot span has been designed and used in the Boston district. 

In soma inst8llces lfhere the use is expected to be temporary, wire 

rope is carried by sheaves supported by trees, the end connection being 

made to a sui table anchorage or to the lower part ot another tree. If 

trees are used, either for supports or anchorages, f'our or more blocks 

should be placed between the wire rope and the bark of the tree to protect 

the tree from injury that might cause the failure of the support or anchorage. The use of trees as cablewa.y supports is not reommnerided, except as 

a temporary expedient until more pem.an.ent structures can be ·erected. 

Anchorages may be constructecl of mass concrete whereby the weight ar the 

concrete and the soil resistance to movemarit are the principal factors in 

the security of the anchoraee, or they may be of the T-beam type, suitably 

reinforced, w.f. th most of the load carried by the resistance of the soil in 

direct compression. The latter type is more economical of concrete but the 

to~ are more expensive than those required for the mass type ot construction. 

In places where the river banks contain ledgerock at sufficient height, 

anchorage rods set in the rock are sometimes used. OWing to uncertainties 

as to its strength and reliability, this type or anchorage it is not recommended. 

8 
In some eirottmStances, where timber is plentiful and the cost of' 

concrete is, prohibitive, the use of a t~ber deadman as an anChorage 

for a short span may be acceptable. If t~bar is used, it should be an 

unsawec1 log with t,he b~rk removed. A wire-rope connection between the 

turnbuckle and the log should be provided with bearing plates between 

the rope and the log and at least three turns of the wire rope around 

the log and the bearing plates. 

In all cases where a rigid connection is made to an anchorage by 

means of an anchor bolt, care should be taken that the anchor bolt is 

set in a direct line and in the same p~~e with the connecting back stay 

or backline of the wire rope or strand so that there will be no bending 

moment in the rod. 

Wire rope and its connect ions, or the connections for any type of 

constru.ction, should not be exposed to contact with the ground. It 

below the surface, suitable waterproofing should be applied. A wrapping 

of burlap covered with asphal·tu:m is sometimes used. 

Two different types or material, with respect to the methods of' 

their fabrication, are used in the tracks of cableways. These are 

{ 1) wire rope and ( 2) trarmva.y track strand. Because of the difference 

in their flexibility, due to their design and methods of' fabrication, 

different methods of connection to the anchorages are customary. 

Although the physical properties and tensile strengths of these 

two types of material differ, certain general practices and procedures 

in connection with their use are common to both ty:pes. It is considered 

good practice to use a size at least 3/4 inch in diameter, even for 

short spans, as the greater ease in operation of the gaging car with the 

smaller sag required for the 3/4 -inch size, instead of a smaller size, 

will more than compensate for the small additional cost. Another 

reason for sp:3 cifying a minimum diameter of 3/4 inch for the oableway 

track is that the smaller sizes would require the use at small wires 

that would be more vulnerable to abrasion and atmospheric corros.ion. 

Wire rope 

The wire rope that is used for cableways consists of several 

individual strands, usual~ six, each of which is composed of a number 

of wires. The number of wires in a strand of this type is generally 7, 

19, or 37, although others are obtainable. A strand of 7 wires has 

been commonly used in cableways f'or river measurements, but a 19-vdre 

strand is often preferred because of the greater flexibility and samewhat greater strength of the rope with that method of fabrication. 

However, the smaller size of the wires in a 19-wire strand as compared 

vd. th e. 7-wire strand renders the 19-wire strand more vulnerable to 

abrasion and corrosion. 

• 

A rope with a hemp core is ordinarily used and is so understood in 

the designation of "wire rope" unless a different core is specified or 

is required by the method of fabrication. It is preferable that the 

9 
hemp core should not be lubricated, but a wire rope with a dry core is 

not always obtainable. A wire rope has the advantage of flexibility and 

is adapted to the use of th~ble-and-clip connections to the turnbuckles 

and anchorages. For these reasons and because of its general availability, 

simplicity ot connections, and ease ot erection, hemp-center wire rope 

is often used in eableways of short and medium span. The thimble-andclip connections are the greatest sources of weakness in this type or 

construction. 

Various other types or wire ropes are available, among which ere ropes 

with wire centers. These my be either independent wire-rope centers or 

wire-strand centers. This type of rope has the advantage of sanewhat 

greater strength and is subject to less uncertainty in stretch and elongation than is the hemp-center rope. 

6 :x: 7 Wire rope 

Wire ropes composed or 6 strands around a hemp core with 7 wires in 

a strand are commonly known as transmission or haulage ropes, but have 

samettmes been listed as "yacht rigging rope" by wire rope canpanies. 

As the wires are relatively large in the 6 :x: 7 type of fabrication, 

the rope is well qualified to withstand abrasion but it is less flexible 

than same other types of wire rope. Because ot its general availability, 

the 6 x 7 wire rope has been often used in short-span cableways. The 

weight per foot, net cross-sectiona.l area, un.d breaking strength of 

ordinary sizes of different grades of galvanized plow-steel 6 x 7 wire 

rope are given in table 1. 

6 x 19 wire roP! 

Several different designs of 6 :x: 19 wire rope are available, all of 

which are generally listed under the heading of hoisting rope. They 

differ in flexibility and other properties with the various ~hods of 

fabricat~on, but the so-ce.lled "Standard Hoisting Rope" is more generally 

used then any of the others. In this design there are 6 smaller intermediate wires in addition to the 19 main wires, As the 6 x 19 wire rope 

has a breaking strength about 5 percent greater than that of the 6 :x: 7 

wire rope, with a weight per root about 7 percent greater, it it is given 

a sag corresponding to that shown in the diagrams in ple.te 2 the factor 

of safety for ordinary spans Ylill be slightly greater than that ot the 

6 x 7 wire rope with the same sag except that its greater vulnerability 

to abrasion end corrosion may have an adverse effect. Its modulus at 

elasticity is some\that lower than that of the 6 x 7 wire rope. 

Tranme.y track strand 

Tramway track strand, because of its greater smoothness of opera.t ion, 

greater strength and reliability, higher modulus of elasticity and less 

sag, is generally preferred for river eableways, even though the span may 

be within the limits of use or ordinary sizes of wire rope. The stiffness 

10 
end lack of flexibility of tramway track strand, as compared 'with wire 

rope, necessitates the use of socket connections. (See p.29). This 

type of connection facilitates erection of the cable\tay but it requires 

careful measurements of' lengths in order to avoid the necessity tor an 

excessive length of take-up at the soakets. (See p.3o). The weight 

per foot, net cross-sectional area, and breaking strength or ordinary 

sizes of' smooth-coil, round-wire, galvanized tramway track strand are 

given in table 2. As track strand has not been as tully standardized 

as wire ro:pe, the suppliers of that material should be invited to turnish a listing of its characteristics. 

Grades of steel 

Plow steel that is generally specified for cablewnys is an acid 

open-hearth steel so treated and dra•m as to yield a wire unexcelled in 

unifonni ty, strength, and toughness. The three standard grades of 

plow steel that e.re used in the fabrication of wire ropes where strength, 

toughriess, and resistance to abrasion are of primary importance are 

"Improved Plov1 Steel," "Plow Steel," and "Mild Plovt Steel." §./. ot 

these three, ]mproved Plow Steel is the strongest, toughest, and most 

wear resistent. The use of Mild Plow Steel is limited to installations 

requiring high fatigue resistance where strength is not .of primary 

importance. The grade designated as Plow Steel is intemediate between 

Improved Plow Steel and Mild Plow Steel; the difference in strength 

between each grade is approximately 15 :percent. Smooth coil tramway 

track strand is fabricated only from two grades of steel vmich are now 

designated as "Extra High Strength" and "High Strength." The comparative 

strengths of the two grades are shown in table 2. 

A grade of steel that has a higher unit strength than those mentioned above is sometimes used in suspension bridges of' short and 

medium span, and tor guys to towers, masts, stacks, and similar structures where high strength is the principal consideration. Bridge strand, 

which is made of that grade of steel, is not recommended for use in 

cableways because of its unusually long lay and its resultant vulnerability to ~re displacement. 

Fatigue due to vibration 

Engineers experienced in the design and use of tramway track-strand 

structures have found that failure of wires in the strand may occasionally 

occur at the entrance to the socket if the socket is at the end or a long 

free span and is not free to rotate. These failures have been attrl.buted 

to rapid changes in the angle of the strand Where it enters the socket, 

such as may be caused by variations in the conditions of loading or by 

vibrations induced by wind or other causes. It the socket is not free to 

rotate, the flexure of the strand at the mouth of the socket may cause 

§/ ~ N. B. s. Wire Rope, Simplified Practice Recommendation Rl98-43. 

Various trade names are used by the differen.t manuf'a.cturers in their 

designations of these grades of steel. 

11 
fatigue failure of same of the wires. A standard open socket presuoably 

is free to rotate because of its pin connection but, it the pin is 

attached to a rigid anchorage or tower top, ·the bearing pressure produced by the tension may p~vent rotation. Therefore, with open sockets, 

it is desirable to introduce a link between the socket and the fixed 

anchorage. It vibr&tion is noticeable, such as might be caused by the 

p:lSSage of trains near the cablewa.y support or· anchorage, it may be 

alleviated by the use of Stockbridge dampers. The failure ot an eye-bolt 

connection that was attributed to fatigue induQed by vibration in a cableway across the Yakfma River has been described as follows~: 

The bolt was rigidly anchored in rock and had been in service 

for about 15 years. The oableway equipment had been used repeatedly 

for making high-water measurements, when the strain on the meter-suspension cable was great, and with two engineers in the gaging oar. 

Only one engineer was in the car when the bolt broke, and the river 

was at mediwn stage, so that the strain on the meter-suspension cable 

was slight. Examination of the fracture seemed to indicate progressive failure due to fatigue ••••••• 

Fatigue of t~ strand may not occur, or if it does occur 

the process is undoubtedly slower than in an eye-bolt. Even so, 

undue vibration is disconcerting, and cableway measuring equip:nent 

at many gaging stations may be in service tor 50 years or more. 

Canputations 

The following f'or.nulas are based on the principles ot mechanics and 

are similar to those commonly used by wire-rope companies. The supports 

are assumed to be at the same elevation unless othel'\Tise stated. In the 

formulas for length and slope, it is assumed that the wire rope or strand 

takes the form of a parabolic arc instead of the catenary. This assump.. 

tion greatly stmplifies the computations and the error in results is 

negligible. 

Formulas 

W = weight of the wire rope or strand per toot at length. 

P = concentrated load at center of span or at point ot maximum sag. 

S = clear span between sUpports. 

H = horizontal component of the tension, 

= tension at the point of maximum sag. 

= \V s2 + ·ll • S(W S + 2 P} • • • • • • • • • • • • • • • • (1) 

BD 4D SD 

2f Unpublished report by engineers in the Tacoma district, February 1935. 

12 
Correspondingly, for the individual loads W and P: 

Bw=WS2 ,andH:p=,ll 

8Dy, 4Dp 

• • • • • • • • • • • • • • • • • • • (la) 

D = loaded sag = S(W S + 2 P) •••••••••••••• , • (2) 

SH 

d = erection sag; to be computed. 

T = max~ tension = H sec ~ • • • • • • • • • • • • • • • • (3) 

~ • angle between the horizontal end the tangent to the curve at 

the su:ppo_rt. 

tan ~ , for loads W and P, = 2{D + 4 Q) 

s 

• • • • • • • • • • (4) 

where Q is the sag in the halt span from 'the chord joining a support 

and the load at midspan. The equation that is generally used for tan ~ 

is: 

t~ (3 - w s + p ••••• 

2H 

• • • • • • •••• • • • • • • • (4a) 

L = length along the catenary (or parabolic ares) between supports. 

For load W (weight per foot) the following approximate for.mulas are 

used: 

• s(l + a n! ) • • • • • • 

382 

where Dw is the sag corresponding to the tension :s;,. for the load lV. 

(5) 

Fonnula ( 5) is commonly used as: 

2 Lw = S(l + ~ k ) • • • • • • • • • • • • • • • • • • • (5a) 

3 

where k is the ratio of the sag to the Sl'l\n for the load w. The derivation or equation ( 5) and also an emct formula. for the. computation at 

the length are given by Ste~ 1/• 

An approximate for.mula tha.t gives the erection length Le for a 

level span sufficiently close for practical purposes is: 

Le = 2 .o\ J { [ / + 1_ d2 • • • • • • • • • • • • • • • (6b) v 2 3 

----~-------~--~--~-~~~~~-----~-~- 1/ Steimna.n, D. B., A practical treatise on suspension bridges, 2d ed., 

P• 5. 1929. 

13 
By formula (5b) the length of the parabola tor a span or 1,000 :teet 

and a sag of 45.0 feet is 1,005.39 teet, whereas it is 1,005.40 teet by 

fomula (5a). 

With a load P at the center of the span, the length may be computed 

by the fornru.la: [ __ _2 s 3 3 J w-(-) cos~ L • 2 . s1 + 

2 • • • • • • • • • • • • ( 6 l 

Where s1 is the chord length from the center of span to the support and 

· is the angle that the chord makes with the horizontal. 

L1 = length along the catenary (or parabolic arcs) plus the sum of 

the distances from the supports to the anchorage connections. (See eq. 

(9) ). 

The above relations do not take into consideration the elasticity 

of the material or the small changes in arrangement of the component 

parts of the rope or strand that may result in pel'Jn8ll.ent stretch .men 

load is applied. The sag diagrams in plates 2 and 3 show the loaded 

sag D corresponding to the allowable tension T :tor a safety factor or 4 

tor ~proved plow-steel tramway track strand and a safety factor of 

5 for improved plow-steel wire rope. 

Elongation under load 

From preliminary com.putat ions or by the use of diagrams, a wire rope 

or strand of a certain size and strength may be selected and the corresponding values of D and T detennined fran equations (1), (2), (3), and (4) • 

The re-sults of those computations may indicate that a change should be 

made in the selection. After satisfactory trial values have been obtained, 

the elastic elongation due to load and the change in length due to temperature changes can be canputed. 

The elongation due to the loads \f and P may be computed from the 

equation: 

e • T L or e = H L for tension H • • • • • 

AE' IE" • • • (7) 

If the support is hinged at the base or is otherwise nonrigid in position, 

L1 should be used for the length. Same engineers prefer to use the 

formula: 

e • H L2 

SAE • • • • • • • • • • • • • • • • • • • • (7a) 

In equation (7), e.nd likewise in equations (8) and (9), the area A 

is the sum of the net cross-sectional areas of' the several individual wires 

that canpose the rope or strand. The values of A given in the tables published by the various wire-rope companies may differ slightly for the same 

nominal di8meter of the rope or strand. 

As new wire ropes and, to a lesser degree, trem:we.y track strand are 

subject to small changes in the positions of their component parts 

14 
U.S. DEPARTMENT OF INTERIOR GEOLOGICAL SURVEY 

I I I ~--+---~--~--~--~--~----~--56~~--~~----~--~--~~-r---~--~ ERECTION SAG FOR 

INDICATED LOADED SAG 

I 

-54- SAG WITH LOAD OF 1500 

POUNDS AT CENTER OF SPAN I 1 .. ~--+---~--~--~--~--~----~-52~~--~----~--~--~~~---+--~ 

-~- ~ I ----+-----+-----+-----+----+----+--1----~ /3/4'" I' 

-46- 1 

r--+---+-----t--+--------+--~-~- I I I /.v.· 

I" ~;- I I I ·~ 

~ 118" ~.. ;~:- 7 II/ 

11A\\ \ ;~- 1/1/ 

\\ \~ \ \ ~ 2

:

6

- 7 Y I Y I ~~\ 1\ \~ ;:::- v v 1/ 

--

1\\\ \ \ -I~- IllY/ I 

~--+---~--~~~~~-~-----~--16----+~-4-+~+---~--+---~--~--~ 

1 ~~\ \1\ \ -~~- I !lll 

I

\\\ \ \ 11

2----+--.,/f----77-+---~-/.t---./'--+- / ..... s..._T_R_U__JCTL..-U-R_E__.S _F_O_R__,_C_A_B-LE-~..W_A_Y---tS 

~\1\ \ -lp- // //;/ SAG DIAGRAMS 

r-----t----+---+

1 

---+-~\lr-~~;:\_____.:.'<1-l\_____.:\---\+i'-\,--- ; -~~;,IJI IMPOOVED PLOW::::L :X1 WIRE ROPE 

14 12 

"~~ ! 

I 

I 

10 8 6 4 2 0 2 4 6 8 10 12' 14 

SPAN IN HUNDREDS OF FEET 
ERECTION SAG FOR 

INDICATED LOADED SAG 

t- 3/8 . 

1112. 

~ 

" r---· . 1114" 

' ~ 

~ 1118" 

-- ~ ~ ,. 1 

~ 

p 

\ 

-~ ~'I 8" 

1\ ~ 14" 

~ ~\ i\ ~ ~ 1\\ 

~ ~\ l\ 

~ ~\ ~ 

~ ~ r\.. 

~ ~ 

60 1318"-

c: 

en 

SAG WITH LOAD OF 1500 I 0 

"' -58- ., POUNDS AT CENTER OF SPAN 1112" 

l! • ::a 56 

-54-

52 

-50-

48 

-46-

44 

2 42-

c 

::;4o 

~38-

ffi36 

!E34-

"" 0 32 1-

c30-

1-

~28 II. / !26-

CD.24 /; c 

0 22-

20 /; -1e16 I V; @; -14-

12 

-10- ;I; 0 w 

_:_ 

j.· 

~ 

~ ~ 

~ -:, 

•;,.// 

1118" lj 

I 11/ 

ll! II 7l 

r I~ VI/; I 

:vr I 

I I //; w 

// V;j lj/; v 

1/ II;, w I/; 111' ~ v 

~ STRUCTURES FOR CABLEWAYS 

SAG DIAGRAMS 

-1 

E 

"' z 

.... 

0 

""' i 

.... 

"' ;:u 

0 

;:u 

c EXTRA HIGH STRENGTH TRAMWAY TRACK STRAND r 

c 

r PLATE 3 ~ c 

J 

r 

~ 

20 18 16 14 12 10 8 6 4 2 0 2 4 6 8 10 12 14 16 18 20 c 

SPAN IN HUNDREDS OF FEET :l 

.. 

, 

-
when the loads are first applied and these changes result in what may be 

called "permanent stretch," the final adjustment of take-up to give the 

desired erection sag should be postponed until heavy loads have been 

applied and removed. For wire ropes with turnbuckles, the turnbuckles 

may be tightened beyond the designed position and then slackened oft to 

the position that gives the correct sag. It may be desirable to make 

an allovm.nce for the penr..e.nent stretch when placing the turnbuckles or 

bridge sockets, unless the material has been subject to previous use or 

to a prestressing process. 

The pennanent stretch will vary with the kind of material and the 

nature of its construction and is greater for wire rope than for tramway track strand. Wire rope may be expected to have a stretch anywhere from 0.5 xercent to 1.0 percent of its length, depending upon the 

method or fabrication and the conditions of loading. For light loads, 

such as the operation loads on cableways used for river measurements, 

an allO¥rence ot 0.005 times the length may be sufficient. This elongation is additional to the elastic elongation shown in equation (7). 

A prestressing process that is offered by some wire rope can:pa.nies 

is desirable for tramway track strand as, by the prestressing process, 

a penn.anent stretch is given the strand and the modulus of elasticity 

is stabilized for working tensions that do not exceed the prestressing 

tens ion. It should be noted that the effects of" prestressing diminish 

rapidly for tensions above that of the prestressing. For this reason, 

it is common practice to prestress tramway track strand to 50 percent 

of its ultimate strength in order that there m.ay be a liberal mrgin 

to the prestressing effects. The length at time in which the prestressing should be maintained varies with the mterial, blt for tramway track strand one hour should be sufficient. 

Although prestressing of hemp..center wire rope for the purpose of 

stabilizing its modulus of elasticity is not generally practiced by 

wire rope companies, the prestressing would be help:rul. in giving the 

rope a permanent stretch and thereby eliminate some of the uncertainties as to the loaded sag under operating conditions. For the prestressing of wire rope to be effective, it should be maintained for 

at least four hours at a tension at 40 percent of the ultiir.ate strength 

of the rope. 

The factory measurement of length (see p.24) should be made under 

a tension equal to that in the cableway when its erection sag is 

adjusted to the erection sag specified in the design. The length would 

then correspond to the length of the catenary at the time of erection. 

The erection tension Hw may be found from equation (la) where Dw is the 

erection sag d that may be found tram equation (8) or by the methods 

described on pages 17 to 20. 

Modulus of elasticity 

As may be seen from equation ( 7), the elongation e varies inversely 

with the modulus of elasticity E. Values of' E for galvanized tramway 

track strand may differ as much a.s 15 percent, depending on the condition 

15 
COMPUTATION OF ERECTION SAG FOR EXTRA HIGH STRENGTH TRAMWAY TRACK STRAND 

U S DEPARTMENT OF INTER IOR 

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' - .14;06~00() 94.fJ6d1 - /.Jo!d- J/7.,JZX/~ f 34.060.dOO = 11 I 'I d '/ I 

' - J~924;3t:JO 6329/ d?.-l.f.J"ld- ttJJ4',d!if!_ -f .38.921:3()~=() J I d '"J I 

- .J~2qltJtJ 42~dz- 26()i.d- ~-f.'/8,1. xlj 6 ..;.JI. 2S3#tJ: 0 I I d '/ ) 

- 2~64~SM 42Jtj4 dJ- 2f2!d- .:.?,.rs-;.rx~~' f2/648.SM;;~ ) ) d ,") / 

- l, 69-I:OM -; I 3UJ.f dz.-~2S4d -1 t!()Xf~" f Z6'/40d~ =-0 

c:l 

STRUCTURES FOR CABLEWAYS 

COMPUTATION OF ERECTION SAG 

d 

(!9) 

/. 9b 

8.16 

/8.S? 

3~.1 

4j.3S" 

S'O. 7Z 

7.Jl 

!J.~ 

.3/.7 

4tJ,tJ 

4f.!S' 

EXTRA HIGH STRENGTH TRAMWAY TRACK STRAND 

PLATE 4 
of the strand, and for wire rope the variation in B may be as much as 20 

percent. Values ·or E ranging from 19,0001000 to 22,000,000 for tramway 

track strand and from 12,000,000 to 14,0001000 for 6 x 7 wire rope have 

been used in design. Because of the uncertainties, engine.ers ot wire 

rope canpani es generally favor the lower values. 

It should be noted that lihe erection sag d tor a specific loaded 

sag D increases somewhat with an increase in the assumed value of the 

modulus at elastic! ty. The difference in the ·erection sag d due to 1ihe 

se of 22,000,000 instead of 20,000,000 forE in the computations i'o·r 

.. :.ns ot 1,200 and 2,000 feet, using 1 3/8 -inch and 1 1/2 -inch extra 

high strength tramway track strand, is shown in table 3. A value of 

22,000,000 was used in the canputations for plates 3 and 4 in the 1933 

edition ot "Structures from which discharge measurements are made• y 

and also in the computations for plates 3 and 4 ot this edition, 

Table 3, --Erection sag d required tor a specific loaded sag D for :1 • 

.oo,ooo,ooo and 22,ooo,ooo, Ertra high strength trantWB3' track strand 

w1 th setety factor ot 4, 

Size of Span Loaded Modulus ot elasticity E Difference 

strand sag D oo,ooo,ooo 22,000,000 ind 

Inches Feet Feet Feet Feet Feet 

7/8 800 22,0 ll,9 12,3 0,4 

1 3/8 1,200 25,0 18,4 18.6 .2 

2,000 58,7 50,5 50,7 .2 

1 l/2 1,200 23,3 17.7 17.8 .1 

2,000 56.0 48.8 49,1 ,3 

Erection sy 

The erection sag d that should be given a wire rope or strand in 

order that the loaded sag D and the maximum tension T may not exceed 

the limitations of the given specifications can be determined by means 

ot tomul.as representing the several factors that must be considered. 

For convenience in systematizing computations in the preparation of 

sag diagrams, the relations between the various forces and dimensions 

that produce static equilibrium in the loaded cableway nay be represented. by the :toll owing equation: 

s(A E + H)d2 - (W S) d - W S3 • A E 

3 s 3 8 d 

- S - S H ••• (8) 

~ Computations by c. H. Pierce, s. K. Jackson, and L. L. Harrold, JUly 1933. 

16 
In equation (8) the fraction on the right hand side of the equation 

represents the length of a parabolic curve with the dead weight W S 

replaced by W S sec H to obtain a closer a:ppro:x:L'1J3.tion of the effect of 

the total weight in the length L. AS expressed 1n this form, the equation may not be as familiar to many engineers. as are the equations containing trigonometric terms. In this equation, which is used after H 

and D have been determined, the only unknown quantity is the erection 

sag d. The fundamental relations in equation {8) are similar to those 

in equation (Sa). 

The diagrams in plates 2 and 3 that show the erection sag d for a 

specific loaded sag D were prep:1.red by use of' the above equati9n (8). 

The grouping of constants in the coefficients ot a2 , d, and d-J. in the 

manner shown in plate 4 simplifies the work in making a series of computations. The solution is then made by substitution or trial values 

of d until a value is found that satisfies the equation. F1ate 4 shows 

the computations for the erection sag d for 1 3/8-inch and 1 1/2-inch 

extra high strength trmm~ track strand that are plotted in plate 3. 

It should be noted that the values given in these computations and 

diagrams correspond to the length between supports. The effective 

length L1 would, of course, depend upon conditions at the site. 

Sag diagrams are useful in preliminary computations, and values 

taken from them are often used in designs for short and medium-span 

cableways. However, for spans of 1,000 feet and more, the computations 

should be made for the specific problem under consideration with proper 

allowance for the backlines and guys. 

Formulas developed by Carstarphen ~ have been applied to cableway 

computations with results in close agreement w:i. th those obtained by the 

use of equation (8). 

In the application of the theory of elasticity to cableway problems, the erection sag d may be found by first deter.mining the erection 

tension He that satisfies the equation for elasticity stability expressed 

in the form: 

L- L • e (H - He) L • J (H - Eel • 

AE • • • • • • • • • • 

After finding the value of He that satisfies the above equation, the 

erection sag d can be deter.mined from the equation W 82 

d= -· 8 He 

In the above nomenclature, J is the elastic change in length for 

each pound of change in tension and La is the length corresponding to 

the erection tension He • 

(Sa) 

2./ Carstarphen, F. c. , Aerial tramways: .ASCE Trans. , vol. 92, p. 875. 

17 
w2 s3 

As Le • S + , the elastic relation may be expressed as 

24~ 

w2 s3 J He + L -(J H + S) - • 0 • ••••••• • • (8b) 24a; 

L is a max~ when the load P is at the canter of the span and tor 

that condition: [ .2. 8 3 .3 ] w- ( 2 ) cos J!f 

L = 2 s1 + •••••••••••• (6) 

24~ 

The above equation is tor a level span where S1 is the chord length 

from the center of spm to the support and~ is the angle that the chord 

makes with the horizontal. · 

An application ot this method to a 1 1/2 -inch tl'8ll1Wa1 track strand. 

w1 th a clear span or 1,800 feet, assuming that the supports are rigid and 

fixed in fixed in position, is as follows: 

P = 1,500 pounds. 

w = 4.88 pounds per toot. 

A = 1.292 square inches. 

D = 46.52 teet. 

H = 57,000 pounds. 

J: = 22. .• ooo, 000. 

S). • v( i )

2 

+ D

2 .. 901.201 teet. 

cos ,Rf = s 

2S 1 

= 1,800 

1,802.402 

• 0.9~66; cos3 fi1 • 0.9960 

L _ 2 ~r-····90. ·.a..:201 + (4.88)

2 

(900)

3 

(0.-996)1 

: · 24 (57 ,ooo) 2 J 

• 2 ·r 9o1.201 + o.222] . • 1802.846 teet. 

J = L = 1,802.846 = 0 000 063 43 AE 1.292 X 22 1 000 1 000 • t t 

l8 
JH = o.ooo,o63,43 x 5?,ooo = 3.6155 

= 5,786,900,000 

Substitution of the above values in equation for elastic stability (8b) gives the following equation for He : 

o.ooo,o63,43 ~ -- o.770 ~ --· 5,786,9oo,ooo = o 

The solution of this equation gives a value of He , to the nearest 

10 pounds , as 49,450 pounds. 

The corresponding value of the erection sag d is 

d = ~~ 2 = 40.0 feet (to the nearest tenth at a toot), 

SHe 

vmich is the s~e as was obtained by the use of equation (8). (See 

:plate 4). 

In the determination of the erection sag where the conditions are 

knovm, the length L1 should be used in place or L in the formulas for 

elasticity. (See eq. 7) The stresses in the backlines for the angle 

-y should also be investigated. (See page 21). 

The ronuulas given belotv are used by same engineers. They are somewhat simpler than those given on pages 17-18, and give results sufficiently exact for most cases. 

H S 2 

A L • ...R..... (1 + li.. k ) 

AE 3 

AD a 15 L 

16(5k - 24k3) 

d - D -AD 

A solution of the above problem, using the data given on p:tge 18, 

is as follows : 

1,500 X 1,800 = 14,510 lbs. 

4 X 46.52 

D 46.52 - = ~~--- s 1,800 k = 

2 k = o.ooo,sss 

k3 = o.ooo,Ol7 

19 
AL • 

AD = 

14,510 :X 1,800 

1.292 X 22,000,000 

15 X 0.922 

16 (o.l29,2 - o.ooo,4) 

(1.0036) = 0.922 foot 

= 6.71 feet 

d • 46.52 - 6.71 • 39.81 feet 

which is about 0.2 toot less than was obtained by the first two methods. 

The value ot A D may also be found directly tram the equation: 

AD = 

l5 l'S2 (l + (~) k2) 

64 DAE ( 5k - 24k:3 ) 

- 73,162,440,000 • 6.'11 teet 

10,899,867,440 

AS the elongation under load cannot be exactlJ deteDroined mathematically because of the "pe:rma.nent stretch" or the rope or strand that is 

mentioned on :page 15, and some uncertainty in regard to the value of E, 

a choice of the above methods or-· computing the erection sag may be made 

without any appreciable difference in accuracy. The smaller erection 

sag that is obtained by the last described method might be considered as 

providing some allowance for the pel."mB.nent stretch, although the larger 

sag obtained by the first two methods would give a larger factor of 

safety. 

Supports at different elevations 

AS it is sometimes necessary or desirable tor the supports to be at 

different elevations (see P• 4), the following additional terms and 

for.mulas are given for use in those circumstances •. 

h = difference in elevation of supports, in teet. 

n1 • total deflection at low point from the elevation of the highest 

support. 

• 

~ I -

S(W S + 2 P) + ...h_ 

8 H1 2 

S(W S + 2 P) 

8 })1 - 4 h 

angle between the horizontal and the tangent to the curve at the 

highest support. 

angle between the horizontal and the tangent to the curve at the 

lowest support. 

20 
te.n ~1 • WS+P +!!. 

2 H1 S 

tan~~ = 

WS+P_h 

2 H1 S 

T1 = H1 sec ~ 1 = maximum tension at highest support. 

T2 = ~ sec ~ 2 = maximum tension· at lowest support. 

A mathematical treatment of the condition of supports at different 

elevations from which the above equations may be derived has been given 

by Carstarphen ]!Y. 

An approxtmate method for the solution of eableway problems where 

the supports are at different elevations has been published by Pittman1!f. 

Tension in backlines 

The total tens ion in the backlines from the support to the anchorage is H sec where is the·angle between the backltne and the 

horizontal. This load should be investigated and back guys provided 

for insuring the stability of the support and tor taking the excess 

load so that the tension in the rope or strand between the support and 

the anchorage will not exceed the allowable tension T in the main span. 

Where pin-and-socket connect ions are used at the supports, as indicated in the plans for steel A-frames (pls. 14 to 18) 1 a large~size 

strand may be used f'or the backline so that the factor ot safety will 

not he reduced. 

Bending moment in towers and A-frames 

Because of the conditions ot loading at the supports and the ditfel."-

ence in the angles (3 and 'Y , a bending moment J'JJ8:f be developed in the 

supports. These stresses may be investigated by graphical methods 8D4 

the best position for a back guy selected. The stresses due to wind 

load should also be investigated (see P• 6 ) • 

The computations up to this point do not take in consideration the 

effect of changes in temperature as that subject can be treated more 

satisfactorily as a separate problem. 

Effect of changes in tem;perature 

The change in length of a cableway end the corresponding change in 

sag due to change in temperature should be considered after com.pletiDg 

lQI Carstarphen, F. c., op. cit., p. 917. ID Pittman, Harrison v., Construction cabletmys on Norfolk Dam. Engr. 

News-Record, December 27, 1945, P• 57. 

21 
the provisional computations of length and sag. The inm~diate effect of 

a change in temperature, say from a temperature ot 0 degrees F to a 

temperature of 100 degrees F, would be a change in length (41,) of c Lt 

where E is the temperature coefficient and t is the change in degrees F, 

so that there would be a tendency fo1,. the wire rope or strand to assmne 

a new length that dif'fered from the previous length by e Lt. It the 

cablevre.y was tree to take this new length under its own weight1 a rise of 

100 degrees in temperature and a. value of o.ooo,006,6 W tort' would 

change a length of 800.51 feet along the catenary to a length of 801.04 

feet. However, w1 th the increase in the length e.nd the resulting increase 

in the sag, there would be a decrease in tension that would tend to limit 

the change in length and would affect the sag accordingly. 

From the theory of elasticity ano. the fonnulas for length and sag 

of cablewe.ys, an equation for A d, the change in the sag d due to a change 

in temperature, was developed by the writer and was used by him in the 

canpute.tions for the diagrams shown in plate 5 of the 1933 edition of 

"St_ructures from which discharge measurements are made." For convenience 

in the computations, the equation was arranged to show the following 

relations: 

8d 3 ad2 2 [ 16 d3 vs2r, J 2 3S ( Ad) + s (Ad) + - L E td + 3 s + 8 AE Ad - L t td Ill 0 ••• ( 9) 

The application of equation (9) to a definite set ot conditions is 

shown in the solution of the following problem, using a safety factor of 4. 

ASsume that a 7/8 -inch improved plow-steel tramway track strand has 

been selected for use at a clear span of 800 feet. The supports are to 

be at the same elevation and hinged at the base. The backlines from the 

tops of' the supports to the anchorages have a total length of 100 feet. 

The data are as f'ollovm : 

S = 800 teet. 

W = 1.69 pounds per toot. 

p ; 1,500 pounds. 

A = 0.438 square inch. 

T = 201000 pounds; H = 19,800 pounds. 

D • 22.00 teet by equation (2). 

d • 12.36 teet b1 equation (8). 

k = 12,36 = o.ol54 tor the strand under its own weight. 800 

W ------------------- This value was used in computations for plate 5 at the 1933 pamphlet, 

A value ot • o.ooo,oo6,89 for wire rope is used by some engineers, 

22 
L9 = 800 [ 1 + ~ (0.0154)

2

] by equation {5!1). 

= 800.51 feet for d = 12.36 feet. 

L1 = 800.51 + 100 = 900.51 feet. Use L1 for L in equation (9). 

E = 22,ooo,ooo. 

The procedure to be followed in the solution of equation' (9) for the 

above conditions is as follows: 

First, detennine the value of L t td 2 and the constants that are the 

coefficients of the terms containing the first, second; and third powers 

ota d. 

o.0412 (Ad)3 + 1.528 (Ad) 2 + 18.032 (Ad) - 90.797 = o 

Next, ascertain by trial the value of A d that will satisfy the 

equation. 

TryA d = 4: 

2.64 + 24.45 T 72.13 - 90.80 • 8.42; therefore, 4 is too large. 

'm.A d • 3.6: 

1.92 + 19.80 + 64.92 - 90.80 = -4.16; therefore, 3.6 is too small. 

Try A d • 3.74: 

2.16 + 21.38 + 67.43 - 90.80 = o.17; this is very close. 

Try A d = 3.73: 

2.138 + 21.239 + 67.259 - 90.797 = -o.l6l. 

Therefore, the value of A d is between 3.73 and 3.74. 

Another method of detemining the change 1n sag due to a change in 

temperature has been described by Barnes BJ. Using the same problan' and 

data. given above, the method of solution makes use of two terms, a.and b, 

that may be described as follows: 

a = change in length due to change in temperature alone, the tension 

being considered constant, = L I: t •••••••••• ·• •• (10) 

W Barnes, B. s., assistant engineer, Portland district, "Solution of 

three problems in cable design.~ Unpublished manuscript (1935). 

23 
b • change in length due to change in telllt10Jl el.oae; (a and b are 

opposed in direction, but will be tnated as positive quantities), 

,. .A H L • • • • • • • • • • • • • • • • • • • • • • • • • • • (11) AE . 

Assume that AL1 •A L • a - b, and OGIIlPlte a by equation (10). 

From to:mula (5b) for the length ot the~ ot a parabola: .. 

L = 1/s2 + (16/3) d2 and d = 1((3/16) (L2 - s

2

). • • • • • (12) 

For the above problem, a = 900.51 X 0.000,66 • 0e59 too.t change in 

length due to the change in teperature alone. · 

.AL = 0.59 - b; assume a value tor b 8Dd subStitute the assumed value 

of L + A L for L in ~quat ion ( 12) to t1n4 a new d; call this <;_ ~ 

Compute Hw by equation (la). Substitute the ve.lue of d1 for Dw in 

equation (la) to obtain H1 ; then b • (Bw - Hl) ·L/AE by equation (ll). 

If this equation is satisfied by the assumed value ot b, the difference 

between d and dl is the change in the sag due to the change in temperature. 

Continue the use of trial values of b untU a Yalue is found that satisfies 

the equation. Atter several values have been tried in the above problem: 

Try b = 0.237: then A L = 0.59 - 0.237 • 0.353; 

L +~ L = 800.51 + 0.353 = 800.863; 

d1 = 1/ (3/16) [<aoo.a63) 2 - (aoo)~ • f259.04 .. 16.10 

Hl = 1,081,600 = 8 400 

8 X 16.10 ' • 

b = (10,940 - 8,400) 900.51 • o.237 as aaaum.ed. 

9,636,000 

Therefol"e, the change in sag ( ~ d) due to a ohBDge of 100 degrees 1n 

temperature as canputed by this method is 16.10 - 12.36 • 3. 74 feet 1 which 

is practically the same as was obtained by the method first described. 

Measurement ot leDgth 

In the :raotC)I'J' ID8UU1Wlent ot leDStl£ .._..poadhs to a spec1t1e4 

tension (see p.l5) 8214 a specified tempeatue tlla praoecture followed by 

sane wire rope companies is e.s follows: 

It the specified temperature coincides with the temperature at which 

the tape is calibrated, the specified tension is applied and the specified 

length is measured directly, assuming that 1:he wire rope or strand will have 

equal changes in temperature under surrounding atmospheric conditions. It 
a different temperature is specified, a nevr length is computed in order 

to change the specified length to the length corresponding to the tEIIlperature at which the tape is calibrated and the measurement is then 

made as above. 

It is customary to design the cablewa.y for the lowest temperature 

that is likely to occur at the site and to compute the corre~ponding 

.bod for the temperature at the time of erection. The tension and temperature at which the required length is to be measured should be specified in the order to the manufacturer. !D. designing the supports, 

allowance should be made for a sag corresponding to the temperature 

specified in the requirement for clearance above low water if the 

strerum is navigable and under the jurisdiction of the War Department. 

Factors of safety 

The factor of safety of a eablevmy structure, includir1g that of 

the wire rope or tre:rmmy track strand, and the supports, footings, 

anchorages, and anchorage connections, should be large enough to provide ample protection against any unsuspected weakness or the material 

or possible working loads in excess of those used in the design. Because of the differences in the materials and methods of construction 

of the several component parts, it is logical to decide upon the individual factor of safety that should be allowed for each part after 

consideration of the uncertainties that may affect the material and 

loads applicable to that part. 

With proper design and construction, the uncertainties affecting 

concrete anchorages and footings can be so reduced that a relatively 

smnll factor of safety beyond those ordinarily used in dete~ining the 

allovmble working stresses of the concrete and the steel reinforcement 

is needed. It is customary to design anchorages and footings for twice 

the working loads that may be anticipated, but with very favorable conditions where allowable bearing pressures and frictional resistances of 

the soil are known, the ratio of the design load to the \70rking load may 

be taken as 1.5. 

A-frames and towers that are constructed of galvanized light-weight 

structural shapes should be designed for twice the expected working loads 

and the allowable tensile stress used in the design should not exceed 

16,000 pounds per square inch, although higher values are commonly used 

in the designs for heavy steel construction. The 1/r ratio for columns 

and struts should not exceed 120 for main compression members and 200 

for bracing and other secondary members. 

As may be seen from the weights listed in table 2, for the sizes 

of strand required for spans greater than 1,000 feet the weight of the 

strand between supports exceeds the concentrated load. Equation (1) 

shows that the relative fmportance of the dead load in its effect on the 

design increases rapidly with the increase in span and size of strand 

25 

• 
T.he practical limitation to the size of strand that can be economically 

used he.s been graphically demonstrated b7 various Survey engineers 'W who 

have called attention to the economic advantages to be gained in cableway 

construction, especially for long spans, bJ' the use of a safety factor ot 

four for tramway track strand with socketed connect ions instead of five as 

fomerly specified. As is stated in that article, one purpose of a factor 

of safety is to insure against failure due to indeterminate live loads. If' 

the design is carefully made, and the loads and· stresses are properly analyzed, there would sean to be little uncertainty beyond that incident to 

the material and its fabrication. 

Engineering practice, as shown by the literature on the subject and the 

experience of Survey engineers, indicates that the use of one-fifth the 

breaking strength of galvaniaed improved plow-steel wire rope .and one-fourth 

the breaking strength of galvanized tremn.y track strand as the maximum 

allowable tension T, after an allowance at 10 percent in each case tor the 

effect of galvanizing, provides a reasonable factor ot safety·. for the wire 

. rope or stre.n.d if due consideration is given to all the forces acting on 

the structure. 

Anchorage connections provided by the wire-rope companies as accessories 

with .orders for wire rope or tramway track strand are intended to be able 

to develop the full strength or the rope or strand. However, as experience 

has shown that those connections are the places of greatest weakness in the 

structure, 1 t is recanmended that sockets, eye bars, turnbuckles, and anchorage rods be designed for a working load at least 20 percent greater ~han 

the allovre.ble working load of the wire rope or strand to which the connection is made. 

Specifications 

In prep3.ring specifications for cableway design and construction, 

consideration should be given to the conditions of the installation as 

well as to the loads and the nature of the material. If it is expected 

that the cableway will be continued in use as a peDmanent installation, as 

is the expectation for the installations on the Columbia River previousl7 

mentioned, it is a matter at business economy to see that every possible 

precaution is taken to obtain the best possible design consistent with 

good engineering practice and that the construction meets minimum standards in every respect. On the other hand, it the conditions· warrant 

only a temporary installa.t ion, or if the region is remote from transport-

• ation facilities so that the costs ot first-class construction will be 

prohibitive, it may be allowable to design at~ctures or a less per-manent 

nature with a view to replacement after a fflll ,-ears if a need for their 

continued use is then apparent. However, it is well known that a gaging 

station intended as temporary may continue in use for many years if it is 

found that a long-time record or stream f'low at that place is needed. 

W ~-------~------------~- Engineers in the Portland and Tacoma districts, unpublished manuscript 

11934). 

26 
Under no circumatanoes should the expected, temporary nature of the 

installation or its remoteness from transportation facilities be considered as justification for a design or construction that will not be 

safe for the users o:r the cableway. The safety of the engineer work- in~ in a remote place is of even greater ~portance than his safety 

when working near a much-travelled highway, and he should be fully as 

safe on a temporary installation as he is on an installation designed 

for long-t~e use. 

Anchorage connections 

Anchorage connections include the sockets, eye bars, turnbuckles, 

rods, and pins that transmit the tension f'ran the wire rope or strand 

to the fixed anchorage. As previously mentioned (page 9 ) , the difference in the· physical properties of wire rope and tramway track strand 

suggest the use of different methods of connection to the anchorages, 

these methods are the thimble-and-clip connect ion for wire rope and the 

socket connection for tramway track strand. The socket connections 

that are required for the track strand may likewise be used for wire 

rope. 

No welds should be pennitted on any pe.rts of eyebars, anchorage 

rods, turnbuckles, or the take-up bars of sockets. The specifications 

should require that each of the individual parts that enter ihto the 

finished product, such as the eye and bar of a turnbuckle, shall be 

forged in one piece. Although welded connections may be made that 

will develop the full strength of the bar or rod, positive assurance is 

not readily available as to the efficiency of an individual weld. The 

required minimum breaking strength of the finished eyebar or anchorage 

rod should be specified by the purchaser. 

Field experience has shown that particular care is necessary in the 

selection of material for anchorage connections and in the heat treatment incident to their fabrication. For spans of unusual length where 

the eyebars, rods, and other connections are to be forged to meet 

specific requirements the following procedures are applicable: 

1. The specifications should call for a steal suitable for forging and of a knovm origin for which physical and chemical analyses are 

available. Its composition should be s:lmilar to s. A. E. 1040 or to 

that used for bridge eyebars as described by Bain and Llewellyn~· 

2. In case of doubt as to the quality of the steel that is offered, 

physical and chemical tests of specimens taken from the bars should be 

_____________ required. ..._, _____ _ };E/ Bain, E. c., artd Llewellyn, F. T.,. Low-alloy structural steels: 

.ASCE Trans., vol. 102, PP• 1240 - 1256. 

27 
3. After completion ot all forging operations, that portion ot the 

bar which has been forged should be reiieved or internal stresses due to 

heating and shaping by reheating to about 1,600 degrees F. and allowing 

it to cool slowly in air. 

4. It the fabricated bar or assembly is to be per-manently subjected 

to the full load of the cableway, it should be given a tension test under 

a load that is twice the maximum design load. 

Th~ble-and-clip connections. 

The coimect ions between the wire rope and the turnbuckles and between the turnbuckles and the anchorages for the sizes of wire rope commonly used for cableways are generally made by means ot thimbles and 

clips; the size of th~ble and number of clips that should be used for 

various. sizes of wire rope are listed in the catalogues ot wire rope 

companies for the types of clip furnished by them. The number of clips 

for each rope end should be at least five tor 3/4 -inch diameter rope 

with. a minL"UUm spacing o:f 5 inches between clips and six for 1 -inch 

diameter rope with a minimum spacing of 6 l/2 inches. '!he precautions 

that should be observed in making a th~bl~d-clip connections are as 

follows: 

1. Before cutting a wire rope wind both sides of the contemplated 

cut w1 th wire to prevent the strands from separating or the individual 

wires from spraying loose. 

2. Always use a thimble ot the proper size in the loop of the rope 

except when the rope is carried around a bar or rod of a diameter equal 

to or greater than the size of a thbnble. 

3. Place the tree end or the rope a distance from the center of 

the loop as determined by the number ot clips and the required spacing 

and fasten the th~ble in its proper positions. in the loop with temporary wiring. 

4. With the thtmble held in position, slip it over the free end 

of a bar or rod and bend the loop into place around the thimble, then 

add additional temporary wiring around the loop at the open end of the 

thimble. 

5. Have the desired number or clips at hand ready to apply. The 

first clip to be placed is that farthest f'rom the loop. This clip should 

be about s 1x inches from the end of the rope and should be turned up 

tight when it is first put on. The threads in the bolts and nuts should 

be oiled ·before the clips are applied. (Some engineers pref'er to aPl!lY' 

the clip nearest the loop first, in place or the temporary wiring). 

6. The clip nearest the loop should be put on next. This clip 

should be four inches from the thimble and should be only partially 

tightened at first. 

28 
7. Add 'the additional clip or clips so that they will be equally 

spaced at the specified minimum distance apart between the first two. 

Before completely tightening the second and the subsequent clips place 

same stress upon the rope to take up the slack and equalize the tension on all the clips. 

a. Tighten the nuts on all the clips uniformly, alteme.ting with 

a few turns on each until all are tight. 

9. Clips should be put on straight, without twist or crookedness, 

and in true alinement. It is important that the "live" or long rope 

rest upon the broad bearing surface of the base of the clip w1 th the -

U-bolt bearing against the "dead" or short end of the ~ope. All of the 

clips should be applied in this way. 

10. After the load has been applied the nuts should be tested and 

:possibly tightened again, as the adjustment of the strands under load 

may change their position slightly. The tests should be repeated from 

time to time after the cableway has been put into use. 

The thimble-and-clip connection is easy to make and is constantly 

exposed to view where it is subject to easy inspection, but its 

efficiency may be only 85 percent or less~. Two turnbuckles that 

were tested for the Geological Survey at the Bureau of Standards in 

1915 both broke at less than the specified minimum breaking strength, 

the ratio of the actual to the specified breaking strength being 82 

percent for the l-inch turnbuckle and 91 percent for the l 1/2 -inch 

turnbuckle. If the wire rope is one inch or larger in diameter, the 

socket connection would be preferable. 

Sockets 

Connection sockets for use on trrunway track strand are of tour 

kinds : ( l) open sockets without take-up, ( 2) closed sockets without 

take-up, (3) open bridge sockets, and (4) closed bridge sockets. For 

the connections of the main span and the baoklines to the piDB at the 

tops of steel A-frames having hinge-pin connections at the base, 

sockets without take-up are preferable. Those on the main span should 

be closed sockets and those on the upper ends of the baCklines should 

be open sockets. Bridge sockets with the specified take•up should be 

used at the anchorages, open bridge sockets generally being preferred 

although their cost is somewhat greater than the cost ot closed bridge 

sockets. The possibility or fatigue due to vibration at socket connections has been mentioned on page 11. 

As the lengths are measured to the outer :faces of the sockets 

when they are assembled at the factory, an allowance should be made :for 

the distances frao the faces of the sockets to the connection pins when 

specifying the length to be purchased. The dimensions of standard 

sockets are given in catalogues of the wire rope companies. 

~ Comlnittee on Rules and Regulations for Metal Mines, Bureau of Mines 

Bulletin 75, P• 121, 1st ed. 1915. 

29 
The factory installation of sockets is recommended and is generally 

specified, although it has been found by labore.tory tests that, with the 

proper tools and correct methods of procedure, field installations of 

sockets can be made that will develop the full strength of the strand 11/• 

Emphasis should be placed on the necessity for correct procedure in the 

field installation ot sockets, especially in the method of seizing the 

ends of the strand and in pouring the zinc spelter. These methods are 

described in the catalogues of the various wire rope manutacturers and 

elseWhere 1§1. Field installation of sockets should be attempted only by 

those having the proper equipnent and expariencie in such work. This is 

especially important in the case of' tramway t:mck strand where the bond- · 

ing area between the wires and the zinc spelter is less than 1 t is tor 

the larger number of smaller-size wires 1n wire rope. 

Take•up at socket connections 

A liberal allowance should be made in the take-up at each socket 

connection so that any necessary adjustment can be made to obtain the 

correct sag or to allow for a small inaccuracy in length. An unexpected 

amount of stretch in the wire rope or strand may :require a corresponding 

take-up. It there is some uncertainty 1n the measurement of the span 

the erection should be made at one-half' of the total take-up after which 

the sag can be adjusted as desired. For a span of 1,000 feet, a take-up 

ot 48 inches at each anchorage connection is not unusual. A carefUl 

measurement of the span, as mentioned on page 5, will assist in 'the 

detenninat ion of the length to be specified.· 

The eye-bars for open bridge sockets and U..;bars tor closed bridge 

sockets ordinarily listed by the wire rope canpmies may not have as 

much take-up as is desired for the cableway installation, therefore, it 

may be necessary to order special eye-bars or U-bars. Those orders 

should specify that the eye-bars or U-bars w1 th a specified take-up are 

to be forged in one piece, without welding. 

The hole in the head of the eye-bar should be 1/32 inch larger than 

the pin or the open bridge socket. 

Ge.lveni~ing 

Galvanized wire rope and strand have the individual wires protected 

by e. coating of commercially-pure zinc. The specifications should require 

all tramway track strand, wire rope, or other material used in cableways, 

guys, or anchorage connections, and also all sockets, pins, bo-lts, eyebars, U-bars, and turnbuckles to be galvanized by the hot-dip process. 

The galvanizing to consist ot a continUOWJ coating of camnerciall.y-pure 

zinc of un1to:rm thickness applied so that it adheres timly to the surte.ce 

of the 1ndiTidual wires, pins, or bare. The coating to be ot first-class 

commercial quality and free from injurious detects. It is to be nonpeeling and non-cracking, and shall have sufficient toughness to resist 

?reathering and corrosion. 

}:Jj Unpublished report on "Field installation or -sockets on tramway cables," 

by F. c. Ames. 1938. 

1§1 Carmittee on Rules and Regulations tor Metal Mines, op. cit., P• 121. 

30 
Although the individual fittings, except for threaded connections, 

may be sufficiently protected by an occasional coat of paint, the longtime use of most cableway installations warrants a correspondinglypemanent method of protection. 

Anchorages 

Anchorages should be designed to safely withstand any and all 

loads that may be transmitted by the cableway connections. For purposes 

of design, these loads are commonly taken as twice the working loads of 

the cableway and the supporting structures and connections, although a 

lower ratio may be used for exceptionally good conditions (see P• 25}. 

It should be noted that the load transmitted to the anchorage from the 

cableway is H sec~ where "Y is the angle between the backline and 

the horizontal. If the wire rope or t~ay track strand of the 

cablevmy is continuous over saddle supports and additional guys are 

used for the towers or A-frames, it may be found desirable to compute 

the individual loads and to desien the anchorages on the basis of those 

computations. For long spans and high towers, wind and ice loads should 

be considered in the design of towers and footings (see "Loads," P• 5 ). 

Reinforced-concrete anchorages are recommended for all pe~ent installations. 

Design 

The following requirements should be observed in the design of 

reinforced-concrete anchorages. 

1. Weight of eoncrete is taken as 150 pounds per cubic foot. 

2. The strength of concrete in compression is assumed to be 

2,000 pounds per square inch at 28 days. Allowable working stress, 

500 pounds per square inch. 

3. The coefficient of friction between concrete and earth may be 

safely assumed as 0.40 for ordinary soil but if the concrete rests on 

clay or shaley material, a smaller coefficient should be used. For 

medium to coarse gravel, a coefficient of 0.50 is allo\vable. The 

following statement is given by Hanna l:2J: 

The coefficient of friction of concrete on masonry or masonry on rock genernlly varies fram about 0.60 to 0.75, for concrete 

on concrete it is about 0.60 to 0.70, for conc1~te on gravel 

about 0.60, for concrete on sand about 0.40, and for concrete on 

clay or shale about 0.33. Adhesion or the concrete to bedrock, 

earth and rook above the plgne of contact, and roughness of the 

fottndation bringing shear into play greatly increases resistance 

to sliding. 

l:2J Hanna, Fra.nK w., The Design of Dams, p. 1. 1931. 

31 
4. '!be U-bars should be embedded 1n the concrete for a distance. not 

less than 30 times their dlemeter and should han 6-inch hooks at the ends. 

5. Longitudinal and transverse reintorcement should be such as will 

properly transmit the loads into the anchorage. 

6. The eolUlection at the anchorage should be open to inspection and 

well drained. 

_ 7. The front face of concrete anchorages should be placed against 

undisturbed earth without backfill ot B:tJY kind el.ong this surface. This 

is especially necessary where the passive resistance ot the earth in tront 

of the concrete is considered 1n the desiga.. 

a. The U-bara should be set in the direct line to the cabl8111cy' support so that there will be no bending man.ent at the anchorage connection. 

Designs tor reinforced-concrete anchorages that were originally prepared in the Columbus district office for use with tramway track strand 

oableways having a safety factor. of tive are shown in the following 

illustrations: 

Plate 5. Anchorage for 3/4-inoh ce.bleway. 

Plate 6. Anchorage for 7/8-inch cableway. 

Plate 7. Anchorage for l-inch cableway. 

Plate e. Sidehill anchorages. 

In the above designs, an increase in the allowable working load in 

the tramway track strand corresponding to a factor of safety of tour 

instead of five gives an increase in the horizontal soil pressure for 

maximum loads. Therefore, the ratio ot the design load to the working 

load is somewhat less than two (see P• 25 ). It the anchorage is subject to submersio;n, a special design should be made. 

A T-type anchorage that has a transverse orosebeem at reintorced 

concrete into vmich the load is transmitted by the U-bar connections 

that extend through a square concrete stem is more econanical of 

material than those shown in the above designs, but the fol!DS are more 

expensive. For the T-type anchorage, the top ot the transverse crossbeam is placed about four feet below the ground surface or at a sufficient depth to obtain satisfactory bearing conditions. A design of a 

'!'-type e.nchore.ge for a 3/4 -inch extra high strength tramway track 

strand the.t has been used in the 'l'e.coma district is shown in plate 9. 

Unless otherwise specified, the design 8Dd construction ot reinforced-concrete anchorages should be in accordance with "Recommended 

Prnctice and Standard Specifications f'or Concrete end Reinf'orced Concrete" as given in Proceedings ASCE, No. 8, Part 2, J\m.e 1940. 

32 
U.S. DEPARTMENT OF INTERIOR 

... 

1 ~.·~.-,..--'..Jr--._ "I. 'Z.-3 __.J~ D~ # 9 r- ,'b·l ,.4 ?~ b~ .&Q //~~" 

·-1"' I 'XIo~ ~~ //v ·~ J 

If) -'L-~4:: ::,+ .. -

1 J~~,~~~~//1 v~ ~~-t I'J "'II #")'<' IT ~+ ~ K ·-

_i_L~~L~_.JlELEVATION 

~-. (0'-~ 

lt) 

0ENE.RAL NoTE'S 

T •..s;~ ::,,~ ... ~~ ... 

TF' -.v:\ -"}~~~· ~lf,.,).,hJS'»>.b""'"­ j....(.._i-6"~~~' ,. .. J. + o< ~ ~ · 1 9" p ~ ""'o;,;:"" ,41 .. 

-fill t.-~ +::::-1-r~ ~ + ,'1-' r--r ..r ~..&~ ~ (" ---t ._ 

~~o';(f 6 ff >-..:::'' -.:> l K ~:~~Jo<' L )1 'i-.,j_l ___ L __ 

6{ 

1. Coe.Hic.ient of fricfton between concrete. end earth assumed • 40 

--- ... ' 

r /~" 

~ ///~ / / 

"..// 

\ 

I 

\ 

I 

/ 

~:.// /~ // 

// 

"\/ ANCHORAGE. COR.NE..R. 

GEOLOGICAL SURVEY 

~----------

"L. Concrete. strenqth assume.d ?..,000 lb/in't.@ '2.Bdays. Use of some c.\ean loc:al moter'tol is permissible 'It strenCjth i~ not decre.o~ed. 

3. Any o~e.n spase. between vertical sides of anchor end adjac:ent earth, should be carefully iii led and we.\\ tamped or puddled before. load ;s oppl1ed! 

4. ConnecHon between cable and anchorage should be open to inspection end we. II dro'tne.d. 

5. Where soil conditions are. r.oor use larger anchorage or bury anchor deeper: 

0 e. 5 \ G N c. 0 N 5 I R u c. "T \ 0 N 

CAeLe: - OE510H t...oAos-t-· A N c. H 0 R. A Cr E'. 

c: Moi" tl,ad" 1'wic:e. workinl loads tor MASONR'< s 'T' E. E. L 

2 Coble. (}U'j A-l'r~m<:s,Ca\11~ Anc.'nol'oge.s 

~; ~Volume WeighT \.J - B A R..5 R. c= IN FO~C.E.ME N'T 

~ ~ Worl<1nq WorKing Main Coble! Bock GuyiAnc:hora~o l:g 5i-z.e Weight c 0 t; siz.e l....enc:~th !Weight 

u;i; .Strength Load c ·- .. ..!! .D_.D 

~ 3: 0 I. s Oia 1~-<ncjl. EaclfToial ] ~ f Eac~ Total 

lb::.. I lb:.. i lbs.- 3 3 

lbs. lbs. tt. 11- tl. ft. yd'$. lbs. % in I tt. lbsl lb.$. !/) ~ in. H. tt. lbs. 

Ve.rt. K ~ -k"' 4-2, 40i, 'Z.7 

Erection 11- \ ll'Z. 31.1,4- Hor'1-z; L 5 !." 4-i, ~ 27 

rn·ll TOO 16t.50 2.34oo 132 soo I .sz.soo 6 .51~ IGSI'' 'Z.47So Ma1n 11 1'5114 46148 t\orl'Z: M S a." 4- 3~ 2.4 

lfaclot .s.o !'aclor3.6 Foetor Z.·S I Factor I.e.( ioia\ lli'Z. Hor11. N4 -k" 4- \(0 II 

To\al 133 83 

Vert I< 9 ~cp 3~ 317. Z.l 

E.rectionj2 I J 1'2. .32.J104 1-\or!'l. L 9 t• 5 4-S ao i'1201 \I TOO ·13<!.00 1.34-oo ! 'Z.6 G>oo I goz.soo 'i!SJ4.:!; 14(.aJS~ 2.1940 Mom II 1~114-14814-B 11or1:z M ~ ~· 4 3! 2.1 

ll'oc!Dr 5.0 I Foc.lor 4,.4 FoctorZ.·Sifoc.tor2•'Z. I 'To to\ II i'Z. Hotlt. N4 t" 4- iG II 

Fodor of sotety bo:.e.d on ultimate. stren9th ot oe.ri.ol tramwo')' tr-oc.k.strcncl. Total 1?.4{. 83 

~- --- ------ --~---~-----------------

STRUCTURES FOR CABLE WAYS 

ANCHORAGES FOR %-INCH CABLEWAY 

Designed in Columbus District 

PLATE 5 
U.S. DEPARTMENT OF INTERIOR 

~ L ~ 'f'r:=--n:::r..,- • " . ~2~~ /7 , 

~ 2.-9 ,~c // 4-~.. "" 

tJ' •• -TI ~// l' ~ ~· ~I>' ?-7 f ~ /.7 f ~"'r K~-~'OJ~~'Oo 1.2:1 ELEVATION 

·~ ~19 <'. fi -----

1 

~o' 9 4: ~,o <'-' I< .,_ 

~ ~~ ff ~~~( + 1~. 

I

Y:# 1 1 r-f !_ ..LG-4~- +- _L_ --~:i ..., '\p ~ 

~-- t_ -7' 

r ~F--.-..#~~z, ~ - J-+--i-9" , _$:"/ ~'/' M 

00 ~·1-\~ ~ /-~ 0 

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l ~~~~~?;~ viC>~? ~~-

K~.,~<~6,o(' KJ L {~~ .-t..J.!-.f---+---(i'i 

1, 7'----~ 

~'":$, ... ..:-;,;.,~ 

GEOLOGICAL SURVEY 

I e. 

I )> 

( 

' l 

L 

C~ RNE.R. 

________ / 

T BEARING BLOCK 

C:.ost I Iron 

~- l'LAH ' 

~ ~ 

l D'15tonce. between eyes • 

GENE.R.AL NoTE.S of opeh bridqe soc.ke.t.-- ----t-':!!..t.!:;::_t=l:!:h#....._..-~ 

I. Coetticient of friction between conc.re.\e oncl earth aso;,u eel A-0 

7... Concrete 5tre.ngth os5ume.d 7.,000 lb/in2 @ 'Z.8days. Use ot some c.leo;\oc.al material 'ts perm'1ssib\e ·,t s1reng1h ·Is not dec.rea5ecl. 

3. An'} 02en .space, between vertical sides oF anchor and adjace.n~ earth, should be c.aretully Tilled and well \am pee.\ or r.udc\\ecl be.iore lood i5 applied. 

4. COhl"\edion be'hueeh c.ob\e and ancnorase. shou\d be open ro ·mspedion and we.\ I c\raiM~d. 

5. Where so'1l conditions are poor use larger anchorage or bJdi,Y anchor deeper. 

CESIGN I C.ONSIR..UC."T\ON 

<:.A '8 L~ DESIGN LOA05 A N C:. H 0 R A G E. 

' Mo1n Boc:k lu)oce. workih~ loads tor M A .S o N R. "( S "T E. e. L 

5 Coble G-uy A-frome.:;,Cobles~dAnchorqc:~e.s . .£: ~ • .. 1....1- e. ..A.. R s R..EINFOR.CEMENT 

01.., Worl-<1n9 Workm13 ... · C bl , k 6 A h c. , !'r S1z.e. We.1g , o o t; ...,,.., ength We\1!1' ~ ~ 5\rengl~ Load ,-,om 0 ( e ~o.~OC. uy nc oroqe ~ 'j P Use 1roia.t~.engt~E.achJTo1al :~ ~ f lloc;l.lio1otl .;: . 1 ,, ;;; ...--;!:Volume. We1qhr l'"'' . I . h.. c ,-, ,.,;~"'\.. J · •1 

lllo lbs. lbs. \bs·l lb::;.l lb:.· H.ft.ft.tt~lyd; lb:;. ~lin.:Lf1.llbsjiM.£ '/)~linltt.Jft.llb::.. 

liJ3di15,800II7ASO I SI,GOO I 34,'~0::> 

roetors.o IF"octor.4.5J Foetor 'Z:S lrodor 'Z.·3 

vert!~ I~ I J.;_t I s I 45 I 3o 

Main I I ll:k-1 HoI roll G'7 IHorir..J L I"' I -t._• I Si.l 49-:i,l 33 

o4-

\3 

\10 

Vert.IK I~ I ~'I' J A-I 3~ I '2.4 

Main II llt'IIGI G71 G7 IHor't~~L 19 I t~ J5"i(4~1 33 

34,9oo JiiGisJ7.tol7lJ31.5boJE.recJionlzJI"l1iJ32.J G4-IHori-z:.JMI21-J t'!'Js 14-s I so 

JioluiJI?.IIHoriz.JN J4Tl"' I 5 I 'Z.O I 13 

roc.:\or of sotet'/ b<ls~d_ Oh ultimate. strength ot aerial 1ramwoy troc:~ strand. Total 1\so~l \Oo 

STRUCTURES FOR CABLEWAYS 

ANCHORAGES FOR ~a-INCH CABLEWAY 

Designed in Colurnbus District 

PLATE 6 
U.S. DEPARTMENT OF INTERIOR 

J Gl L. ~ t~M[F"M-r;:;; r- .,/~;r r-------i-z."-1 1 /f/ .. /" Kl Kl .;,. K /.f ~ff/K 1'1 

'!!)" ,v // ~· 

lf:LEVATION_ r ~~+ i~// ~ .:[ .. 1-

1"-

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1 . <' .:; ....: //A )''14 .:::; ·- 1 "0~~}/ ol'~ ~ i-?!_1-'-~~t-~F I

t t 

Ge.NE.RAL NOTE.S ef -----~ 

I T s· ' I I.Coe.fiicien~ of fridion between conc.•e.te and earth. ossume.d ~0 

GEOLOGICAL SURVEY 

I 

I 

I 

I 

\ 

) 

\ 

I 

) 

( 

,.,., ....... 

); ............ 

// ~/ \ .............. 

{ANCHORAGE. CoRN E.R 

l ___ _ 

-----------

1:' 

"Li 

"_f. 

r: 

~ 

~ 

6'-. 

'Z.. Concrete strength assumed ZOOOib/in .. @2.Bdoys.Use ot ,::,orne. cle.on local matertal is permiss'tble it strength is not decreased. 

3. An') open spoc.e,betwe.en \/erticol .sides of anchor- and odjoc.ent ear!h, sho~\d be c.~.llk_d and well ta~ed o!.e,~~:_:lj 

f.'T _...1. 

~ .. 'N!!/~ '1-t~ 

4. ConnJed~..o n 'fl"lbetwe.en cable and and o:c.'norage should be ~to 1nspe.c.hon and well drained. 1 before load IS applied. 

~trrrlfrj~ z 

~ .. r ~~"~1 1 t_, _I" l __ ,_j 9 .. 

rr r-+-t-,-t-l • " Maftn lu- Bar. K ·-

PLAN ;0" l-Jl -+~-~-

f :;:_ I -

,' L- =-t 

II) I 

~ i BE.AR.ING BLOCK 

OJ ..@ ---ca;:riro~ c.):: $ l) 

~~~ 

- 11 1K1 1 Ir- ~ I .1 i·i·rpt=r..-rA--t="'; 

1 ,hl-H-++U-+---1 

5. Where soi\ conditions are poor use larger onchoroqe or~ anchor deeoer. 

0 E~ I G N I C.ONS"'T R.LI C."TIO ,...., 

c A a L E DE.5\GN LoAos A N c. H o "' A G a 1 

c. Main Boc.k Twice. working \oods tor t-1 As o N ~ Y S T E E. \_ 

9 Coble (Juy A·frame::.,Cobles q"-~ Anchorage.~~> .s: .s::: • u - s A R. s ~ E 1 N FOR..~ e: t-1 EN I 1 

Ql tJ Ill Worl<tnq . . Wori'IIIIIJ Moil"\ Cob 11 I ~oc.k CJu\/ rl' Anehoroqe W ~ :2 t=. ~ Qj \lohJme Weight 1'' ~ 151 . z.e I \11/e.itjl . h~ , ~ 11'-1 ] _g Sizel ' Lengt h t. 1We1gh • t -~ !:: otrengtfi l.oad J ..J ~ 0 Use E IPiCil!,:e"'i"LEochj"Tatal ~ E E "ltachiTotall 

.tJ 0 tbs. l bs. \ bs. j l bs. l \ bs. tt ft. tt. f~~l~ lbs. ~Jin1ft.Jlbs.J.Ib5. I. $" ~ ·ln·l tt.j ft.J lbs. 

Vert.ll<.l \'2.1 i" I (; I n I 4e 

Mom II III'Il8l91 191 (Hcil'r.-1 l:T9 14:• I 'li 58~1 39 

t"~ 'Z.O,Ooo I 'Z.7.80o I A..o,ooo 1 ss."oo o5,6Qo ISJ<Dj!_~"41~L~o[E.r_!Ctio_cl_iTf"ll4-l3T l74ft!Dri~MT\iH~J§.il 6c:. I 44 

foctorS.o jtoclor3.oj factor'Z.-51 t"oclorl-8 1'o~otlt~Sil-lori~:~NI41-i•IStl 'Z.'Z. I !5 

Total I'Z.I~I 14-G 

vert.ll<.ll'Z.I ~•Is I 60 1 4o 

1"1301 zo.ooo I z.t,7oo I 4o,ooo I 45,4oo 

Mcrnl1Til'T18I91 191 j11or§[L LiB:~ [ b3 I 42. 

4St4-00 IBi! "I C:.l3o6111~ IAS.900 IEre.ctioni2TTlT4T37 l74-lt~ori-z·IMI17.11Ci IS I 60 I 40 

Fac.tors.oltoc:tor-i-AI f'oc.tor1·S I Y:odor'Z.· Zl JTOtori&.S [Hoti.q: NT 4 r1o I 5 I to 1 t3 

:actot" of_ Sotety bos&d. on ultirn~e &trenqtn of oer'1al tra.mway iroc.k strand lola\ 2031 105 

~ .-Q·IIIIcO l) 1- "'t c J:) 

o c I 

."§ ~ _j_ 

D 0 

0 

STRUCTURES FOR CABLEWAYS 

ANCHORAGES FOR l-INCH CABLEWAY 

Designed in Columbus District 

PLATE 7 
U.S. DEPARTMENT OF INTERIOR 

~i~ T ~ri "=""' 8\0<k 

T K K 

0 ~--tp L. ~ K IM 

l

l I T ....-.. ~·~ ---r., 

L-~ ----- ~.. ~ 

~1 ,--1Kot- ~ I 

L lkl --!t.._ 

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l 

Q K 4kU ~-+J--~-i--- J" .L-_bl-- _s-..t---- M 

-.... 

1 C. A B LE ___ T____ MASoN R..'1' I eARTH suRC.~ARGE 

~ 

:~ i-"7'T"""-=-+-"'T"r-+-...+-rrl-=-hM-~ 

1~ I tt;roo I 'Z.~~ I e I '7 I 4-j ~il 4-il '%.49,}1 s.u; I s.os I 7.1 I 4S.G I 4,scc.o 

li I \s,e.OOT 31,'-0o Ito! e I 4-[stJ4ilao'3;i ltvz.a I s.·n I 7.e. I 74.-z.l 7(+-z.o 

1 I -z.o,ooo 1 4<l.ooo I 11 I e I 4- I 10 1 5 1 3~1_ I 13-58 I 6-'2.7 I e.s I ~-s I e,eso 

1~1 ~s.ooo I so.00o I 121 e I 5 I 10 I s I 4-G~ I f"f.2.6T _ 6-7s I s:z. I 13Z·3I 1?>,'2.3o 

Tfl 3D.4a0 1 bO.eoo l'z.il \o 1 s IE>-'z.[Sfl stc.Tfl'IT-oz 1 '1· '' 1 9.7 ltso.4-l ls.046 

.§ I ] ·j } 

I STEEL ~C.\N'FCfRCEME.NT .l 

vert. K J"Z.If 14 !4i9 3'1 \'2. I~ 14 148 3'2. 1'2.1-f 41 r.sa: K I~ f"i41'54 3t, l'l. ir 5 'G0'4C tioriz:· L 1'2. i"P 7-i 9o f.o l'Z. f'• Bi IOZ 68 l'l. Ji_'•ig9 114 7(, 1'2. f' lot \'l.~ 84- 11. ~+ II 13Z !S 

1-\ori-z.. M 3 f+ 5i lot 7 3 r+ 3t IM 7 3 -i 3i \0~ 7 3 .!..''+ 4t tai ~ 3 ·i" 4i 13} 9 

Hor·,~. N 3 ~· 14i 1'3 8i' 3 f• 4~ I~ 9 3 f' 4~ 13£ 9 3 f S! ll.l. II 3 f+ .st l~i II 

Hori?. P 5 !" 5 W l(>t !! r S! t'f! 18j .S ¥' $ 'l.7l18i 5 i"t (,~ 3?..1 'l.l~ S i't 1 3S 7.3~ 

I-\Orit. ~ 3 1¥' I Si 17 tli 3 ~ 6i lsi I~ 3 ~ 6t 19\ 13 ~ 1:"' 7i nl 15 3 \" Bt ~ 17 

~~ g~ ~~ ~~ w~ ~~ 

GEOLOGICAL SURVEY 

fROHT E.I..E.VAT\ON 

e ~-- c-,.. 

I. 

G-ENERAL NOTES 

Where soil condi\ions are P-Oor use. larger onc.hor or bur~ 

anchor deeper. 

'Z.. De~:,gn 

a. Coefficient of friction between concrete ond earth assumed ;4.0 

b. Concrete streng1h assumed 'Z.OOO\b/ifi'L@2.8doys. \f si renej1h is nor--

reduced \oc.a\ materials may be used. 

c.Earth .5urchor<3e. bo:;ed on 30° .slope. as shown. 

3. Cot\:;trudion Q"d Use 

a. An'f open sp.tlc.e. between vertic.ol s\des cl anchor and adlac.en~ 

earth .shou\d be c:arefu\1'1 filled and well tarnpe.d or euddled 

before load is app\ied. 

b. Earth .surcharge.· should be in place. before load is applied. 

c. Connection between c.able. and onc.hora<je. .should be we.\ I 

drained and open to '1nspe.dio!:'. 

d. Cas' iron bear\nq bloc:.k for use with l\-Sar at cable c.o!'\ne.dion 

same. a$ &nown Oh II'?LANs FoR.ANCHO'R.AGES FoR. CASLE.WA'(SCoLuMaus t')t:;T~\c.T~ 

If two s·,de.-Hil\ Anc:.horag~ are used Oh the. ~ome cable.way,add 

hec.e&:;at~ Erection U·Bars \\\<,e. those ~hown on ?LAN~ Po~ 

4. 

A~C.HOR.AGE.:S FoFL CASLEWAY.S- COLU""F!tUS DI:;TR.\t:."i'! 

STRUCTURES FOR CABLEWAYS 

Sl DEHILL ANCHORAGES 

Designed in Columbus District 

PLATE 8 
U.S. DEPARTMENT OF INTERIOR GEOLOGICAL SURVEY 

r~----------ls~o·s-------- -~ 

~ ---------- 13'-o· ----

] ~'~~-=r= '-+--· 

!r4'·0·---

lf Mild steel# 

-~t- 5'-0"--···--· 

~--------- G'-0" ---------~ 

~i·R -----3'·3f----_...,.__ __ _ 

DETAIL U2 

11111 NOTE-Bends to be mode ot red heat. 

,

0 jlllj 

;.i, ~ IIIII 

" '

1 Ill 

9 :~ -l- u~~;: ::~~_,;;~;:~=:::.:~- '!--~-_-

2 .l t= lr~---d~~--~~"-~-~~;c- ·----:". 

t 

t 

DETAIL Ut 

NOTE-All bends to be mode at red heat. The loop bend js 

to be, 17l9de ground the be a ring block to secure unif2!!!!. ~9 between the block and rod. 

11,2.5 

:-isiD 

~ IIIII NOTE- U bar" to be cooled with 

ill , ,

1 111111 PLAN .wnau ond wrgppcd with burlap_ DETAIL Of BEARING BLOCK 

I 

I 

I 

I 

I 

I 

1 

'o 

.. 

r. for o distgnce of~feet below 

ELEVATION 

p~i!led wjth g~pl!gji NOTE- To b« co:st in 9rey iron and 

hove hole reamed to fit a 1[ P-in. 

5ECTION A-A SECTION B-B 

tJl! 1 

Rt a 

Ra 2 

R3 7 

R4 a 

51 1 

St. 1 

BILL OF 

MATERIAL 

Description 

5ee detail. 

See detail. 

~:~·Jf3' !on9. 

! +-13 ·~nonq with 

30° bend 21" from end 

of bond hook 

.!' •-7!G' long. t '+-4'-o"!on9. 

-f+- 5'·0"Jonq 

.!."•·4'·9'Jon . 

NOTE-When anchor is subject to 

submersion. use dimensions . 

followed by Jetter 5 and len~~ 

:;teet accordin8UJ· 

. I 

I 

I .,h~ ~1!-" l-" 

Wt. of prism of earth abc and backfill= 29400 

Wt of concrete(2.26yds) • ~150 

Total wt. to be moved • 38550 

Facf'(),. of .rtrfefrj ~f ~ 1it cgJ,/,. 

C#16/, Df' .!8 .SOD# 6r~ttkJh1 .r·h·~~ttJ.It. 

0 

~ Coeff of :3liding 

friction sQ.50 

Force required to move anchorage • 

.33400 + 1Bc00"' 359eo 1bs. 

2 

Factor of safet~; 35980=Z.I3 

"''0 

STRUCTURES FOR CA8LEWAYS 

T -BEAM ANCHORAGE FOR o/4·INCH CABLEWAY 

Des igned in Tocomo District 

PLATE 9 

.. , 
SUpport ing~tructures 

For all pArma.nent installations the supporting structures should. be 

designed for a length of life as great as that of the cabletqay they support. Although timber structures are sometimes used tor supports of 

moderate height, it has been found that the more pennanent steel structures generally cost no more than suitable t~ber structures or the 

sane heights and require less time in erection. Concrete footings and 

steel anchor bolts should be used. 

Heights of supPOrts 

The heights of the supports for the ce.bleway are determined by the 

sag and the clearance that is required for the loaded cableway. On 

navigable rivers the clearance is specified in the permit issued by the 

War Department. The supports should, of course, be of a height sufficient to permit operation of a gaging car at a stage of max~ 

flood. Application for permit should be made through the office of the 

Corps of Engineers having local jurisdiction. Requirements for clearances should be ascertained in advance and be incorporated in the design 

and application for permit. This requi1--ement generally is specific, tor 

exEmple, as not less than 75 feet above low water (as designated by that 

agency at 120 degrees Fahrenheit. This requirement may be considered to 

apply to the clearance of the unloaded cable at the point or maximum sag 

(at center except for unsymetrical spans). The clearance that is provided should be :from 5 to 10 teet more than that required by the penni t 

in order to allow for possible changes after the cableway has been long 

in use. The penni t from the War Department usually also specifies compliance with requirements that are issued in e.ccorda.nce with law by any 

department of the Federal Government for aid or protection of aerial 

navigation. These requirements should be ascertained in advance and 

used in the design of the structures. The more recent tendency in this 

respect is to require, for unusually high towers on or adjacent to 

routes or air travel, painting in alternate bands of specified colors 

and the installation and operation of airways obstruc·tion lights on the 

tovfers (see p. 3 ) • The need for clearance of the loaded cable car 

above the pl~bable maximum highv~ter in order that discharge measurements may then be safely made may control in determining the heights ot 

the supports and the allo\vable sag rather than the clearance required 

for navigation. 

For installations near landing fields or recognized a.ir lanes, the 

regulations of the Civil Aeronautics Administration, Department of Commerce, should be consulted. 

Designs tor steel tov1ers are generally made for the individual 

installations and the loads and conditions to be expected. Light-weight 

angles and plates are ordinarily used, but all angles and plates should 

be at least 1/4 -inch in thickness. The following general specifications 

are applicable. 

33 
U.S. DEPARTMENT OF INTERiOR 

ERECTION DIAGRAM 

SCALE 

~· I' 2' 3' 4' 5' 6' a' 10' 12' 

B. 11!!!11 • • •• I 

I 

I 

I 

I 2 I 

I 

SECTION A-A 

ARRANGEMENT OF PLATFORMS 

SCALE 

o· 6" 1' 2' 3' 4' s' s' 

iu• • • I 

FOUNDATION PIERS 

NOT TO SCALE 

UPPER PLATFORM 

6 

LOWER PLATFORM 

SECTION 8-8 

·\"x.Fo' Anch« Bolts 

ll.£LVt' f/qlt Wqs/lm 

j r Piot Slum 

GEOLOGICAL SURVEY 

Notu: 

All holts ~~; dia. unlm nolld. 

All riuts · dio. 

AJIIJolls ~· dia. unltss noltd. 

A/Is/Ill including bolls lo IJt galranlrtd. 

Loddtr lo IJI SICutld IJy /1 bolls at posifiDII indicottd 

ond spteial lugs in oddiliDII, os rlflllirtd, lo IJt fllldtd 

a/ limt of 1~ asmniJ/y . 

Camp/fit a11tm1J/y lo IJI madt in shop IJtfort 

golftlllirinv lhtn pari$ malc/J matkld wi/11 ctnltr flllnc/1, 

pariS lo IJt rtmotkld alii! galranirilll}, lftelion dilll}fQm 

lo IJI fumilhfd llrMing pitcll as triQ/c/1 marktd. 

Plans shwing shop dtlails Pfl on fill in 1M Porllond 

Dis/tiel OffiCI. 

STRUCTURES FOR CABLEWAYS 

SQUARE STEEL TOWER 

WILSONVILLE, OREGON 

Designed in Portland District 

PLATE 10 

1 

r , I 
The steel to be used shall confonn to the specifications of the 

American Society for Testing Materials tor Structural Steel for Bridges, 

serial designation A7-24 as outlined on pe.ges 69 to 75 inclusive of the 

1924 A.S.T.M. Standards. All members must be straight as shovm.. Layout 

is to be accurate so that holes will come fair and members come true to 

d~ensions. All bolts 5/8 -inch unless otherwise noted. Bolt holes are 

to be punched 1/16 -inch larger 1n dtmmeter than the diameter or the 

bolts and wherever reasonably possible, are to be pUnched from the faying 

surface. All projections are to be removed from the f'aying surface before galvanizing. All members are to be plainly marked. Details e.nd 

erection plans are to be furnished b7 the bidder. 

Before galvanizing, a shop assembly of' each tower shall be made and 

all tower members match marked with center pmch. Atter galvanizing, 

all parts shall be plainly marked for field erection before shipping. 

All steel, including field bolts, shall be galvanized by the hot 

dip process. The galvanizing shall consist ot a continuous coating of 

ccmilercially-pu.re zinc of unifom. thickness so applied the.t it adheres 

fiDmly to the surface of the steel. The galvanized coating shall be of 

first class commercial quality tree tram 1n~1ous defects; it shall be 

non-peeling and non-cracking, and shall have sufficient toughness to 

resist weathering and corrosion. 

Plans for square steel towers the.t were designed by the Portland 

district office for gaging stations on the Willamette and Columbia 

rivers are shown in plates 10 to 13. The towers shown 1n the photograph, plate 1, are those for which the designs are given in plates 12 

and 13. For a tower more then 60 feet in height, a stairway instead of 

a steel ladder is recommended. 

The designs given in plates lO to 13 may be adapted to other heights 

of towers by making necessary changes. 

Steel A-frames 

It the heights of' the supports are not more then 40 feet, steel 

A-frames may be used. If practicable, the steel should be galvanized, as 

in most cases that will be less expensive than frequent repainting over 

a period ot years. 

Light-v.'eight channels or column sections, such as the Carnegie Hbea.m or WF sections, should be used :ror the legs ot the A-frame. The 

d~ensions and weights o:f' the sections would vary with the height and the 

load. 'lhe stability of the A-frame, acting as a column, should be investigated in individual cases, especially tor long spans. Hinge-pin connections at the base ot steel A-frames are generally recamnended, as the erection can be made with less difficulty and there is less liklihood or the 

anchor bolts being loosened by flexure of the A-frame. 

34 
ITEM No.REQ. DESCRIPTION WEIGHT 

I 4 Angle 4"x411

x~"x22~0Y!S with 3"x311x ~~~ 600.51bs 

2 4 II 3!12"x 3Y2"x ~"x 17!.4~s" with 3"x 3"x !4" 412.3 

3 4 3'1

X 3"x ~"x 19!.43/

8" . II 379.5 

4 8 II 1

3/4'x 13, 11

~~~x 18'-33ft6' 309.7 

5 8 II II x 15 -IO~s" 269.1 

6 8 II II X J2'-9131Js 217.4 

7 8 II II x lt'-o3/8" 187.1 

8 8 II II x7'-8~ " 131.2 

9 8 II II X 5'-911 97.5 

10 8 II II x4'-9 "¥ts• 81.1 

II 4 II 2~'x2Y2'x A6'x 14'-o~" 172.0 

12 4 If II X lf'-tlfi1 136.6 

13 4 II II x8!..811 106.4 

14 4 " 2 11

X 2°x3ij6x6'-2" 60.1 

15 4 II II x4'-5" 43.2 

16 2 II II x3'-o3ku 14.7 

17 8 II 13/4'xt%•x31J6x 6'-5 ~" 109.0 

18 4 II II x5 -9~· 49.1 

19 4 II II x4'-llfa" 42.3 

20 4 II 6'x 6"x ~"x 01

·6· (2 as shown - 2 reversed) 39.2 

21 2 II 3"x3"x ~"x 51-9 Y4" 56.6 

22 I II II xi0'-1 3

/4" 49.7 

23 I II II xl01·1%." 49.7 

24 I II II x 2'- 6" with 1£." plate 16.1 

25 I II H x5'-93/8 " 28.3 

26 5 II 134"x t 3f4"x o/i6'x 3'-o" (2 as shown- 3 reversed) 31.8 

27 I II 2'1

x211x 3tl6x2'·611 6.1 

28 I II J34"x 134"x 3tl~'x 10'-134" 21.5 

ITEM No. REQ. 

29 2 

30 2 

31 2 

32 I 

33 4 

34 I 

35 2 

36 2 

37 2 

38 4 

39 4 

40 

41 I 

42 4 

43 I 

44 4 

45 4 

46 16 

47 45 

48 440 

49 12 

50 6 

51 2 

52 6 

53 I 

54 I 

DESCRIPTION WEIGHT 

Angle t%"x l~"x ~6 x2~5V2" 10.4 lbs 

II 3"x311 x lf4'x t!..t0'1 17.9 

II 11

x3"x~"x 1~6 " 15.1 

%"plate with 4"x IO"x ~f bent plates 145.7 

V4"ptate 64.1 -- ~ 11Piate with 2"x2''x 3!16' angles 14.0 

Angle 311x3"x ~iJX 4 1-11 11 48.2 

II II x5!..o" 49.0 

II II X 4!..11" 48.2 

II 2'1

X211X lle"x 3'-311 21.4 

II 1%"x 1

3/4"x 3461

x4'-l I Y41 41.8 

Lower platform grating (In 3 ports) 168.0 

Upper platform grating {in 3 parts) 137.8 

6"x 3°~ ~~~x 1~3 11 bent plates 38.2 

Y4" plate with 8''x311x 34t bent plates 80.8 

2'x2\ ~6' x 2'-1 V4" (2 as shown- 2 reversed) 20.6 . 

Ladder sections 345.2 

U- bolts for ladder 26.0 

Y2"x I~" bolts 10.8 

5/a"x!Vil II 180.4 I 

3/411

X 211 II 8.o 

5/ 8

11 x5" II 4.3 

Angle 3"x311x~"x15" 12.3 

s;a·x 5 1/2'' bolts 4.5 

Total Weight of Steel 5,230.51bs 

lronbark saddle to fit item 32 

lronbark saddle to· fit 1tem 4 3 

STRUCTURES FOR CABLEWAYS 

SQUARE STEEL TOWER 

WILSONVILLE , OREGON 

Designed in Portland 0 istrict 

BILL OF MATERIAL 

PLATE II 

c 

(/) 

0 

('T1 

"0 

J> 

:::0 

-1 

~ 

('T1 

z 

-1 

0 

'TI 

z 

-1 

('T1 

:::0 

0 

:::0 

G') 

('T1 

0 

r 

0 

G') 

c; 

]> 

r 

(/) 

c 

:::0 

< 

,., 

-< 
.E'!. · 

U.S . DEPA~~ENT OF INTERIO!!_. 

. 

~ 

S1 

~ 

~ 

i . L . 

t 

~ 

~ 

~ l r . .._ 

~ .. 

~' 0 

"o~ qj 1; O<> 

Qit 

;., ~ ."1 "' I ~ 

I 

i 

~-·~.-t ., r- -.+--- + ..i.___ - ---" 

IS'-6~· ' 

I'!.'~~ 

MOVEABLE LADDER ARRANGEMENT 

FOR NORTH SHORE SCALE 

SEC. B-8 

LANDING PLATFORM 

l 

I il 

;I.- / 

SCALE ~ 

O"h.l t Jii :w.:· ''=2'3• :!!!!!!!!!: ' .t:'=!"'._· :!!!!!!!!!: -=·:=l·· j! I; 'l; · 

51 

:. 

:? 

.. 

I ~ --r-----+-

1 

SEC. E·E h·"!· lDf r_, Wolkway Knt~£:a:..; · ... -+--- ~rknu ~C!t w .. ___ .. 

n:r ::J' SCALE r r I 

SEC. D-0 LOWER WALKWAY SCALE 

y;u w· u··r 

ARRANGEMENT AND BOLT SETTING PLAN 

Not to Scale 

~l u ti' \:. ,.;.,. I~ 'f 

.l! ~ ~ I 

~ j ~~-~ 

(--;1!!!'! 

~7-

... ~ .. ~::"''11.,.~ ~. -~ - ,-:.- ', 

Not•: 

-~1/»biQDftftl ._. NltiH1 ~ • fMiniH 

Porlltlnd o;•frld Of"!~. 

Top of Cont:,..,, ........ '-~:!=~~~ ~~~~=-=::f:! SCALE -' ' ' - n.n:.r r CORNER ANGLE BASE DETAIL 

HORIZONTAL BRACING CONN. 

AT CORNER ANGLES 3' 

GEOLOGICAL SURVEY 

~ 

~ 'l; 84 

~ ~ 

1; 

~ 

... "' 

'ls 

l 

l! 

i 

STRUCTURES FOR CABLEWAYS 

SQUARE STEEL TOWER 

MARYHILL, WASHINGTON 

Oe:signed in Portland District 

PLATE 12 
U.S. 0 EPARTMENT OF INTERIOR 

ITEM NO. 66 MAKE I 

GEOLOGICAL SURVEY 

:~.·%welded pis. each side 

~····Gray Australian iron 

bark- verlictll grain~ 

STRUCTURES FOR CABLEWAYS. 

SQUARE STEEL TOWER 

SADDLE 

FOR -INC~ TRAMWAY TRACK STRAND 

Designed in Portland District 

PLATE 13 
F INTERIOR 

• 

2'-2" 

TOP DETAIL 

SCALE o• ,. .. 

~--------------4-~~~-"---------~ 

6!.2" 

.__ ______ _ ___ s~ .9/_" __________ --~~ ,·····Conc.-ek piers 4~3'wilh ···_.:: a minimvm deplh of d:.o" 

~~==~~~~~~~~ 

bol/3 

SIDE FRONT ~ z' 15-FT. A-FRAME 

GEOLDGICAL SURVEY 

. .. ····-·-.... ·············/"rillel weld-···-·· '----~~1······· 

rpins-···} 

i 

Hin· pin . ··· .... Mt-1!!!!!!!!1-1!!!!11 

z aJ"/ong . ....-··-... · .. _:_ t::tt::=n::t---

I 

I 

I ,.1 9E I ;,!.oj" ------- ·-----~.~-=~ 

:t . ! 

•I .... I . .4" I 1/ I I,..··· ·· ...... 1 ····4-Anchorbo//"~Jt"~~H ··.:.: j1 

_,~! ~~ ···:: ~ ~ c~ 1.!.-.:a 

conc,.eAr p;~,. ,s:.o'fc ~to" 

wilh ominimum deplh of4!o" 

Noles: 

FRONT 

IO·FT. A- FRAME 

SCALE o• .- 2' 

All welds IT1t:1de in shop. 

All bo/13, nul~ tfwa$1/Qr.s lo he cadmium plolttd. 

1211 (j 

t"r)//efweld·····"···· ........ ) 

HINGE DETAIL 

SCALE o" .. , . I' 

£sfimoJ8d weight 10'•475 Lbs. 

" • 15'• 868 LbS· 

STRUCTURES FOR CABLEWAYS 

STEEL A- FRAMES 

10 AND 15 FEET 

Designed in Columbus District 

PLATE 14 
U.S. DEPARTMENT OF INTERIOR 

SIDE FRONT 

25 FT. A- FRAME 

SCALE IZ" ,;' d' 2' - 4' •. 

/'lofe" (J.se J2'bolls h ossemhle A -Fmmes 

AI 1 ~lf.s. nufs and washer.s /tJ be 

cadmium plated 

SIDE 

SIDE FRONT 

.. 

~ 

-~ l\lj 

_ _L 

GEOLOGICAL SURVEY 

I ~ ...... :~:~ 

• ~~~~N I /N •••••• ..-·· Ls Z.rjp - 4_-61·-····· 

l/sef"holls hJ assemble , 

phlform excepf in m11n memiJ,r. ! 

.. ············LJ·z;z¥ J"- .3'-a"············· ............. i .... ··· ~ 

1-:i ~-·-········ r 

___ 4_~~~-"· ......... ---r---- ·------

4'-s'" 

FRONT 

DETAIL OF PLATFORM 

12" e" o' SCALE ,. 

Estimated weigllf' 20' = 931 Lbs. 

• " 25'•1267Lbs. 

STRUCTURES FOR CABLEWAYS 

STEEL A-FRAMES 

20 AND 25 FEET 

Designed in Columbus District 

PLATE 15 
U.S. DEPARTMENT OF INTERIOR 

, ... \ .............. tJ'ftsJ7-17·Lh,_ W:Secfion··"·· ........ ····· 

C~JI..pier 

.5~4 with min. deplh 4:.. 

' /II 11-14 

PART FRONT ELEVATION 

SCALE o" ,.. •• 2' a• 

~==~~~bd==~ 

,, 

' I 

: 

II 

I' 

1

11 II 

:\! -1.3 ..... ·rl 'I tJ I 

/ c:-.!:... ~..:.. ... 

'· .. '4 Anchorbolls/;i-8'' 

each pier 

_...Bolls~-~ ................. ::- .. 

......... /····· 

4'-7" 

j" Colkr pin ........ . 

~· • !l''JA" rilngt! pm L. -to ... \ ..... 

GEOLOGICAL SURVEY. 

.54 

~L" for 18 Ill 

8: 14 Ill cah/e 

!r--" ~ 4{/or J"to I cable······· ....... · ...... · 

t" j. .... 

2 Fillef weld····· 

'-.. -.... Ill .. ··-.. ·· · ...... Plafe·-···· 

o• a• 

Nole: 

All we!d.slohemode in shop .3~0" 

All bolfs1 nufs&washers lobe a---------------woo~ 

codmit.lm plokd. z!.. z" 

E '" nile . f weld--\ 

Drill for 2pin ........ / 

"" ........ 

....... q:). 

__ ...... ····c· 

SCALE o• .. ,. 2' 

Estimated weight= 1571 Lbs. 

,.....- .. --Jfi !lei we !d 

...... / 

STRUCTURES FOR CABLEWAYS 

STEEL A-FRAMES 

30 FEET i lt L 

-~~===~ Designed in Columbus District 

On// 4 holes j'Ciio. ..... -····· PLATE 16 

o" 
U.S. DEPARTMENT OF INTERIOR 

.! 

II 

~ II 

.t::: 1: 

.~ !,1 

C) :~ 

lM' 

!L_"l I 

~ 

40'' 

. Nonr ,. .. "··-· All bolls in main members lobe jdla. ; 

All boll~ nul.s and woshers lobe cudmivm ploled .. 

II :.£" , 8 ""54 - 17-LhA J.¥=' Secfton .... .. .... 

PART FRONT ELEVATION 

o· 3" &" 1' lit_-·----=- SCALE _3··--...-r 

l----

...._. ___________ _ 

4-holes J ~~- .... 

sJ"tor lja 1J ··cable . 

4i•lor J•lol '"co/;le 

PART FRONT ELEV. 

SCALE 

0~~·'=·~·-·--~====~~·-------5' 

d 7 11 

IZ" 

~~~~;;;~~( 

:' ,, . ·· z ri'llef weld .. ·-·-._ {5hop) 

DETAIL OF TOP . SCALE 

rJ' f I' 

SIDE ELEVATION 

PLATFORM 

SCALE 

Estimated weight = 1912 Lbs. 

SURVEY 

STRUCTURES FOR CABLEWAYS 

STEEL A-FRAMES 

35 FEET 

Designed 'n Columbus District 

PLATE 17 
U. S. DEPARTMENT OF INTERIOR 

I 

lo 

lo 

II 

II 

:I 

;1·: II 

'I 

I, 

.,, $,., 

t~ 

., 

'I 

II 

II 

II 

II 

~~·: 'I I, 

, ___ J 

J.q 111 I'' t,J. 11 

·· 4Ls Zz xq¥,4~ 7-os \ ... 

1 1" /II I II .: 

...-···4L~ztxzz~4x13-7 ···· 

II ~§_II /0A54 -21-Lhs YY: Sec/ion .......... ·· 

Co.--;crele r;it~~rs 4~4' 

wt!hmtnimvm dep!h of4!o~~ F===~~~~t=:::!=:==~ 

f/J'../1.1 II 

2 

PART FRONT ELEVATION 

SCALE 

o" 6" 3' 

~~~ I'' I" S.1 for 16 !± /4 cable_.· · ·· · · 

4z"forJ"Io!"cable -~ 

I 

I \ 

I ~~ 

I !3f \ ·--+-- . -+\ ------< ... 

I \ I \ 

I \ 

I \ 

I \ 

I \ 

I \ 

I \ 

I \ 

I ' i zo'' \ 

~ 

...... 

i ·~'lei shop 

weld 

GEOLDGICAL SURVEY 

.... ·· Drll I 1r; Iii p1n 

· st ze !Or cohle 

STRUCTURES FOR CABLEWAYS 

STEEL A-FRAMES 

40 FEET 

Designed in Columbus District 

PLATE 18 
U.S. DEPARTMENT OF INTERIOR 

SIDE VIEW 

.Easlern Hard Maple(kiln drted) 

or Gl"ay Auslra/!an Iron 

.Bark (Verftca/ Grain) 

FRONT VIEW 

Note·-

As~emb'!J ~ be welded together. 

All holes to be :Jis" for ~" /5_;/fs 

Bolfom of slo( in wood block lo have 

f$2" Qrealer rad1us than lhal of cable 

to be used. Top of slot to be fi/ Wider 

than bottom. 

SADDLE DETAILS 

Punch for h.J boll (Sse spsciflcafions) 

~.o.r~--%...-,J.----,j.:!Ar----il~--__._::t:._ __ _p::r-- Weld angle_, al 

all tour corners. 

Holes i'n platform 

tci tor Jz bolls. 

l'fl~r~~· LANDING PLATFORM 

GRATING SPECIFICATIONS 

Grating to conform to Irving X-.Bor{pressu e locked). 

type AA, S!Jmbol 2S, as adopted b!J U.S. Gove.-nment, 

Ji'ederal Spec;{ICations R.R G. -GGJo, Jan 20. J93G. 

.13f!larmg bars: J"x.~"x3.!0" spaced on Jt.' centers 

Cross hars: ~·x~'x:J' 0 · " " 4' " 

Grat/nj to be galvomzed by the hot dip process. 

Prsfabrlcot•d gratmg to be attached by clips furnished 

by the manufacture! instead of by J-bolfs. 

Pin conn•ction 

moy be us•d inst•ad 

of saddle. 

..Drill :to"- 4 holes in plate 

...,._....,.!fli_~" Plate-Weld all around t'mside 

% " Eye ' * holt for affachmg side guys 

Holes in column ~" 

for %• bolt. 

~--------------~---*-

fi n 3 , 2 xz . 'Zw ( 

5 · 2 Fong before 

bendmg. Bend and punch 

to fll. 

USE s•xe~ WF Z4* 

UP TO 14' IN HEIGHT 

ABOVE 14' USE 6'x8"WF 31'-

(Abo.e 12'guy streamward co!"ners 

ot lantlmi platftJrm lo .;..:tie anchorages with 

Nt1 t:J tjOt.V wire and ~"101.- turnbuckles) 

Above 20' use larger section. 

(The Y,. ratio not to exceed 120) 

a:==::.:::t-o-·- · %.' P·ate- Weld all around mside r4· 4·' 

l-8. 

FRONT VIEW SIDE v"IEW 

_ CABLEWAY POST 

STRUCTURES 

GEOLOGICAL SURVEY 

' 0 

.. 

1:\. 

Drill 1" 2 holes m plate 

FOR CABLEWAYS * Each side guy fo conslsf of o/e' or~· galv. wire rope with ~·x /2° gal~. furnbucltle affacll•d to · %" U-bar s•l in concrete block anchorage of 

about one cubic yard in volume. 

STEEL POST SUPPORT 

Designed in Boston and Tacoma Districts 

PLATE 19 
~ 

~ 

PLAN 

~f ~ 

Ground L/ne 

ELEVATION 

One piece ~,, ¢ relnforc/ng :steel • 

31" long in each corner. 

Nofe:-

Use Ji'' chamfer strips on all 

exposed corner::J. 

STRUCTURES FOR CABLEWAYS 

STEEL POST SUPPORT FOOTING 

Designed in Tacoma District 

PLATE 19-A 

• 

c 

·~ 

·c 

~ ., 

~ 

~ 

-t 

i: 

~ 

z 

.-t 

0 

'"" 

z 

-t 

1'11 

::u 

0 

·~ 

G') 

111 

0 

I 

0 

G) 

-

0 

·~ 

I 

~ 

c 

~ 

< 

~ 

~----------------------------------------------------------------------------------------------------------------------~·~ 
U.S. DEPARTMENT OF INTERIOR 

ApprtJx . .slope Df 

le9 I fo S 

Put i 'ft?!tS sfeps 

a f. rs' c fr.s. on 

one A -f'Mm• ie9 

~:.t;·---~ 

NOT£: 

GEOLOGICAL SURVEY 

MoKimum /eq9fh of 7imbers to be. used for Cablt:s 

~ ~'~h~6$ Dr ""s"/''-fN"~ed' d,>nen.n'mr 

e 4-'' tD'' 8" 10" 

.14 ·r,.,,. R:.w.m.~tr;.. 9' 18' ao· 39' 

J• ,. #0 .., ,. 18' Z3' 31' ~,, 

:Pi"'. .. .. .. .. 14' Z3' _3_1' 39' 

~· , , , .. 15' Z8' 31' 39' 

%- n1tll¥. lttnflrh j,jw,-J. 15' Z6' 31' 39' 

NOTE: 

Wood saddle as 3hown below to be used 

wifll b 1f7 I( t; x/!J cables only. Speciallg 

d8SJ9ned :sfee/ sadd/11 to be used with tramway 

:sfrand cohles. Wood :saddle shown fo be matle 

of .5 ~ "x 9 "x 10" m R p/e block 91"00Ved f'o fif Cab/6 

so lhof compression will be t:tcross tlte grain. 

G~ove to be ~~~-- laryer in d ia. t:!l fhtt boHom and 

Ys .. larger of the top !han the dii:l. of fhe cable. 

cf!''x tz" Lt:19 .boll-s 

Platform slttJwn /Or sitdown fgpe cor Q ne:l :~fond· up 

t:ar. 

-, ~ • _Lj_ __ L ___ _ 

I __.t__ - , .... ~ ~ --=--..a .--. -I -- - ---::: ..... - -,. .c:::~~~~~~ :~:...--, · I I , 

in §, . ~ 

5/ee/ plate ·~·~t~" 

"'14"- fo bt! Yz." 

lt!$S ;, di1111n$1M 

~on ~ or A-frame. 

.t ... 

~~1~3:o·~ ~ 

~ . CONCRETE PIER DETAILS 

.,• 

:1"11-(1-#"""'1"" ....... %" ll-Bolf. Thread 

4"on end 

""' Lock Nuf 

, ""'2"x ~" 

WOOD $ADDL£ DETAILS 

STRUCTURES FOR CABLEWAYS 

TIMBER A-FRAMES 

Designed in Tacoma District 

PLATE 20 
Designs for steel .A-frames with hinge-pin connections at the base 

that were prepared 1n the Columbus district office are shown 1n the 

following illustrations: 

Plate 14. Steel A-frames, 10 and 15 feet. 

Plate 15. Steel A-frames, 20 and 25 feet. 

Plate 16. Steel A-frame, 30 feet. 

F1ate 17. Steel A-frame, 35 feet. 

Plate 18. Steel A-frame, 40 feet. 

Steel details for rigid A-frames for heights ranging from 12 to 

20 feet by increments of two feet , and for heights ranging from 20 to 

39 feet by increments of one foot, have been prepared in the Tacana. 

district office. Those designs use light-weight channel sections. 

The base plates are attached to the footings by fixed anchor bolts. 

Steel poSt SUPpOrt 

The Boston and Tacoma districts have made successful use or a 

single H-berum-strut support with upstream and downstream guy cables. 

This type of' support is simple and economical, especially for short 

spans. The design of this type ot support as used in the Te.cana 

district is shown in plate 19, a few changes having been made in the 

design that was first prepared and used in the Boston district. 

T1D1ber A-frames 

In some instances it is desirable end economical to use timber 

A-frames. If the proper timber is used, such as Douglas fir or Oregon 

pine, timber A-frames may give satisfactory service for many years. 

The individual pieces of the frame after being cut and fitted, but before joined to the cor.n.pleted frame, should be treated 'vi th sui table 

preservatives. Helpful information in regard to the use of timber and 

methods of its preservation has been published by the Forest Products 

Laboratory of the u. s. Department ot Agriculture E!f• Plans for 

timber A-frames Aesigned in the Tacoma district office are shown in 

plate 20. 

Footings 

The footings should have ample bearing surtace and be designed so 

that there will be a uniform distribution of the load. They should be 

placed on firm ground and, where frost is prevalent, they should extend 

to bedrock or to a depth of not less than two teet below the frost line. 

Dimensions of three feet in width and a minimum length of tour feet in 

the direction at right angles to the cableway are samet~es specified. 

-------------~------~~---- E!J Wood Handbook, Forest Products Laboratory, U. S. Dept. of .Agriculture. 1935. 

35 
In most circumstances where the ground is tim, the sate bearing capacity 

of the soil will not be exceeded with footings or tbat size although precautions should be taken to avoid the possibility ot unequal settlement 

such e.s might ooour 1t one part ot the tooting 1s on ledgerook end another 

pe.rt is on soil. '!'able 4 gives the maxtnn• all.owable soil pressure tor 

different material as listed by Douglas~· 

Table 4. Allowable soil pressure in tons ( 21 000 pounds) per square toot. 

'Material J4ax:lmum alloYJB.ble pressure 

Tons per sq. ft. 

Alluvial soil • • • • • • • • • • • • • • • • • • • • • • 

Sof't clay • • • • • • • • • • • • • • • • • • • • • • • • 

1•1et clay; soft wet sand • • • • • • • • • • • • • • • • • 

Moderately dry sand; fine sand, clean end dry .••••• • 

Clay and sand in alternate layers • • • • • • • • • • • • 

Fine and dry loem or clay; hard dry ola)t or tine sand • • 

Compact coarse sand; stiff gravel •••••••••••• 

Coarse gravel; stratified stone and ola7; rook 

interior to best brick masonry • • • • • • • • • • • • 

Gravel and sand well cemented • • • • • • • • • • • • • • 

Good hardpan or hard shale • • • • • • • • • • • • • • • 

Good hardpan or hard shale unexposed to air, frost, 

or water • • • • • • • • • • • • • • • • • • • • • • • 

Very hard native bedrock • • • • • • • • • • • • • • • • 

1 

a· 

2 

3 

3 

5 

6 

8 

10 

10. 

l5 

25 

Anchor bolts should extend into the concrete tor a distance of 30 

t~es their diameter and should have 3-inch hooks at the end. Footings 

and anchorages for high steel A-f'ram.es and tor towers carrying cableway1J 

of long span should be individually designed tor the loads to be carried 

and the conditions at the site. Designs tor standard tooting that may be 

used 1n ordinary circumstances are sho\m in the plans tor A-frames. 

Unless otherwise specified, the design and construction of concrete 

footings should be in accordance with the specifications in "Recommended 

Practice and Standard Specifications for Concrete and Reinforced concrete" 

as given in Proceedings, ASCE, No. 6, Part 2, J\me 1940. 

Grounding 

As a safety precaution, steel towers or A-trames it near the gage 

should be grounded to the lower intake pipe by means of grounding connectors. It the structure is at some distance for the gage it should be 

grounded by burying six loops of ground wire to a depth eorresponding to 

that of the m1Jt1ftltlll stage ot the r1 ver. !lle grounl wire should be continued 1n e. trench to a eonnection with the tower or A-rrame. If this 

method of making a ground connection is impracticable, four 3/4 -inch by 

8-feet clean g.i. pipes spaced six teet apart, driven tull length 

vertically e.nd connected in Jerallel, should give a sutticieiltly good 

ground. 

~ --------~,-----------~------------- Douglas, Walter J'., Foundations and earthwork: Am. 01vil Engrs. Handbook. P• 711. Fifth ed. 1930. 

36 
Bearings at tops of supports 

Several different designs of bearings at the tops or the supports 

are used for the wire rope or track strand, the particular design depending largely upon the height and construction of the tower or 

A-frame and the load to be carried. Same ot the common methods pt support are sheaves, pin connections, and saddles. 

' 

Sheaves 

Sheaves are commonly used on timber or steal A-frames for the 

smaller sizes of wire rope. The sheave should have a solid web, not 

dished, with a tread diameter of eight inches and a U-groove of a 

diameter equal to the diameter or the rope. The diameter of the steel 

bolt that carries the sheave should be 1 1/8 inches for 3/4 -inch rope 

and 1 1/2 inches for ?/8 -inch or 1 -inch rope. Sheaves with V-shaped 

grooves designed for rope drive should not be used tor bearing supporis. 

Pin connections 

Pin-and-socket connections (see P• 29) shovm in the designs for 

steel A-frames, plates 14 to 18, are commonly used for the smaller 

sizes of trmmvay track strand as the stiffness of the strand does not 

permit the use of sheaves. It pin-connection supports are to be used, 

a careful deter.mination of the length of the clear span is necessary 

in order to obtain the correct sag with the A-frames in a vertical 

position. 

Saddles 

Saddles are generally used on towers (see pls. 10 to 13) and they 

may be used on timber or steel A-f'remas. They are particularly necessary f'or long spans and the larger sizes of tramway track strand. A 

cast-iron saddle is sometimes used on A-frames, but a saddle of suitable wood, such as gray Australian iron ·bark with the grain vertical, 

is preferable. The design ot a saddle that was used on the towers 

shown in plate 12 for a 1 3/8 -inch tramway trnck strand is shown in 

plate 13. 

Gaging cars 

The cablewa.y provides a track for the ope rat ion of a gaging car from 

which the engineer works in the process ot mnking a discharge measurement. 

Two types of gaging care are in general usa; these are the type-A or 

sit-down car and the ty:pe-B or stand-up car. A combination car that has 

some features of both the type-A and the type-B cars is used in some 

districts; a canvas shelter or galvanized sheet-steel metal root can be 

installed on either type of car. Special designs of cars may be needed 

for long-spen cablewa.ys. In the tyl-'16-A oar, the reel is generally used 

at the end of the car whereas the type-B ce.r is generally designed tor 

the reel a.t the side, although in some type-B cars the reel may be 

placed at the end. 

37 
U. S. DEPARTMENT OF INTERIOR 

6'- 6" 

11 ?'" 3/ 11 'I .. .e xf..,sX74 golv. ro/,er bushed 

· manila rope sheave. 

SIDE ELEVATION 

~~~ 3 ~ "galv. mach. boll 

with 4 cut washers, nut 

and hole ~~~ from end 

for coffer pin. . ........ · · ·· 

Galv. roof and roof supports not shown. 

• o o I --8--

2-l"x!O" 20~11wifh 3 I f,p "scr ws of end 

of each b ard. 

/9U," 

2"x IO"x 5'-10~" 

clear lumber 

12" 

SECTION A-A 

2" xact ... Screw thru center of lop of 

roof support to spacer bar. 

.. ·-Edge foldfd double 

lF----L..' __ , / and ben/ up, 

······2"x2 "(exact)x4'~ock 

END ELEVATION 

LAYOUT FOR CORNER OF CAR 

GEOLOGICAL SURVEY 

STRUCTURES FOR CABLEWAYS 

GAGING CAR 

TYPE-A (with roof) 

Des igned in Portland District 

PLATE 21 
TYpe-A gaging car 

The type-A car permits the engineer to work f'rom a sitting positipn. 

It is provided with a seat at each end, has either one or two toot rests, 

and can be readily equipped tor use with either a handline or a reel 

assembly. Plate~ 21 and 2la. give the dimensions, construction details, 

and bill of materials for a type-A gaging car that is used in the Portland district. 

Tyve-B 6agins oar 

The type-B car is designed so that the engineer may operate the current meter from a standing position; several designs or this type of' car 

are available. The design made in the Colunbus district that _is shown in 

plate 22 uses structural aluminum, except tor a tew steel parts e.nd a wood 

floor. It is or durable construction and is especially adapted for the 

use of heavy equipment. 

The type-B car sho'm in :plate 23 was designed in the Tacoma district 

and is made of wood, except f'or the hangers and other hardware. With this 

car, the engineer can also operate the current meter f'rom a sitting position 

if desired. The destgn includes a sheet~tal roof that may be used with 

this and other types of gaging cars. Another design or e. type-B oar that 

is used in the TUcson district is shown in plate 24. 

Accessories 

.Among the accessories that are commonly used with gaging cars , the 

sounding protractor, the puller, and the brake are perhaps the most useful. A brake is very essential for a oar operated on a cableway having a 

deep sag. One method of providing a brake by means of' a counterweight is 

described on page 3 • 

In discharge measurements of rivers that are deep and switt where the 

sounding weight and the current meter are carried downstream by the action 

of the current, an accurate measurement of the vertical angle made by the 

suspension line is essential to the correct deter.mination of the vertical 

depth. A triangular type of sounding protractor !:!:/ for measuring vertical 

angles is generally used on type-B ears. 

Ge.ging-car pullers :provide a convenient means of moving the gaging ear 

and holding it at any desired position along the cableway; various designs 

of pullers are used by Survey engineers. The type of puller designed and 

used in the Tucson district is sho\vn in plate 25. A cast-aluminum puller 

which has the advantage or lightness of weight is used in same districts. 

~ 

---------~-------------~-------- See "Sounding protractor," U. s. Geol. Survey Water-Supply Pe.:per 888, 

_p. 206. 

38 

26267 
U • S • DEPARTMENT OF' INTERIOR 

I 

--;:, --=t, 

lo,l Lengthwise pressed seam on one side of roo~ lfl I I 

:f 

I I Drill 16- U," holes in roof as shown. 

1•1 II 

ltl 24 gage galvanized Armco or Tonken iron, ]I 

I I Ill 

1'1 II 

4jz• 6'-3H 4~" 

7'-o" 

ROOF ELEVATION ---- \ 

.·. ·····eend to 1" radius at top. 

\":j 

l''xY,"x6'-10/lz" strop iron (bend ' 

af11r drilling). Galvanirl after forming. 

DETAIL ROOF SUPPORT 

4'- 5" =if '"t 7" 11--

2'-1" 18" 

z·~ 3 

I ,, 

Form from 3fi6"x 2"mild steel. 

Galvanize after fotming. 

DETAIL MAIN HANGER 

16" 

4<1 *' t '* . ~; . 

Form from *6"x 1>2" mild s/ee/. 

Galvanize afler forming. 

DETAIL FOOT RE"ST HANGER 

SPECIFICA TIO.NS / 

LUMBER: PIECES TO BE CUT AND DRILLED, THEN PRIMED 

WITH COAT ,OF EQUAL PARTS LINSEED OIL AND GRAY 

OUTSIDE PAINT AND FINISHED WITH TWO COATS OF 

GRAY OUTSIDE PAINT, BEFORE ASSEMB·LY. 

HANGERS AND ROOF SUPPORTS: TO BE GALVANIZED· 

BOLTS: GALV.- MACH., ONE NUT AND WASHER LACH, EXCEPT 

SHEAVE BOLTS. 

- SCREws: BRASS. 

SHOP ASSEMBLY OF CAR, WITHOUT ROOF, REQU IRED CAR 

TO BE PREPARED FOR SHIPMENT WITH HANGERS, 

SPACER BAR, FOOT REST BARS, AND BOLTS 

REMOVED AND WIRED TO BOX. 

GEOLOGICAL SURVEY 

BILL OF MATERIALS 

FOR ONE SIT DOWN TYPE GAGING CAR 

AND ROOF (OPTIONAL) 

LUMBER, ALL S4S 

~YMROI DESCRIPTION No.REQ. 

A 2"lt IO"lt 5'-10¥2" C CLEAR 2 

B 2"lt 4" )( 2~4" NO. I COMMON 2 

c 2" lt 4" x IBY2" NO. I COM.MON 4 

D 2"x 2" (EXACT) x 7'-0" C CLEAR I 

E 2'' x 2" (EXACT) lt 4" C CLEAR 2 

F I" x 10" x 2'-o'' C CLEAR 2 

G 1" x 10" lt 203f4' C CLEAR I 4 

HARDWARE 

~Ia" GALV. MACHINE BOLTS, 9 ®4" 6 @3". 12@2 V!" 27 

%" GALV. !.LIT WASHERS 27 

I Yi' FLAT HEAD BRASS SCREWS 24 

GAL V. MAIN HANGERS AS DETAILFn 2 

GALV. FOOT RE'ST HANGERS AS DETAILED 2 

8"x 13/sx 3f4" GALV. ROLLER BUSHED MANU A ROPE SHEAVF'~ 2 

GALV.3_M"x3V;MACHINE BOLTS-PIN DRILLED-COTTER PIN 2 

3/4' GALV· CUT WASHERS 8 

-"'Y"v GALV. ROOF SUPPORTS AS DETAILED 2 

A..,oy GALV. ROOF AS DETAILED I 

(y 3

/is x Yi' GALV. STOVE BOLTS 16 

6" x 9" GAL V. 20 GAGE I RON BENT TO 2"x 4"x 9" ANGLE 4 

2" ROUND HEAD BRASS SCREWS 14 

GALV. ANCHOR ARM (SEPARATE DRAWING) I OR 2 

GALV. BOLTS OR LAG SCREWS FOR ANCHOR ARM(S) 

PADLOCK (TO BE FURNISHED BY U. S.G.S.) I 

STRUCTURES FOR CABLEWAYS 

GAG lNG CAR 

TYPE-A (with roof) 

BILL OF MATERIALS 

Designed in Portland District 

PLATE 21-A 
OF INTERIOR 

!.. ... 

I ~ .. I ~ 

I l4J 

I .. I ~ ®--. 

I c:: 

0 

I 1 

®~· I ~ 

I . 

~ 

I .... 

0 

I "1:) 

I ~ .... I 0 

.. I ·~ -..I 

I .. I 1,) 

fS -, ~ 

I ~ \,) 

a-& 

II It 1" I x6- 232 long .. ···\ 

END ELEVATION 

@) 

Cleoronc~ Cirelli of 12" Cronlt· .... 

----..l_ ....... -- .......... , / ./ II '-, 

I 

I 

I 

I 

~ , .. ~········· 

\ 

\ 

\ 

\. 

" 

C.L. of Sholl of Typt1 £ Rt~tll· .. 

.. -¥········ 

' .......... 

--· 

/ 

./ 

/ 

GEOLOGICAL SURVEY 

--------. -fflt----.---- -------. -·--· --·-·-- . 

\ 

/ 

\ 

\ 

\ 

I 

I 

I 

I 

\ 

I 

I 

I 

I 

92" 

... 

44" 

LumiJtJr nolfumishtld by con fracto~~ 

I 'X ft!-42" IDflg··') 

SIDE ELEVATION 

SCALE 

o" 6" 1' 

-~~ .. .c~ .. -= ........ 1 

STRUCTURES FOR CABLEWAYS 

! GAGING CAR 

--l TYPE- 8 (Structural aluminum) I 

I Designed in Columbus District I 

I 

PLATE 22 
U.S. DEPARTMENT OF INT Rl R 

C°K2"Jt 7'·0 

8~ Jf,"}( :Ji ~/v. roller 

bu::shed sheare. 

D Tacoma standard 

3hetZVt!, qx/e, and 

wcr311er. 

SIDE ELEVATION 

SECTION X-X. 

J 

~ 

:::: 

L~~=i=*==~;;=::=l~ 

SECTION Y-Y 

GEOLOGICAL SURVEY 

~ 

t>..~ 

Ta~~)>=:::,:=\=1,_=7n~-~/:J:/t=. 6~~, 2!.3" 

~~ .. holes 

J.!j'xJjx i, H, 

Lengthwise pressed seam on om: side of roof 

24 1o1e 9alranized Armco or Tonken Iron 

-~~----------------G!~w--------------------~~4~ 

14-------------- 7.!.0"---------=-------i+-~ 

Tor .snow counlr!l change the a'lmen:Jion ROOF ELEVATION 

from the last hole to edge_ of the roof 

from J;i" to et;: and bend fire folded 

edge down {180"' from postfion shown abave) 

X 

DETAIL PIPE SUPPORT PIPE 8s BOLT 

a Required -1 L.H.-1 R.H. 1 Re~uired 

Mark D-8 

BILL OF MATER!.ALS 

FOR 

ONE STAND-UP TYPE GAGING C4R 

SYM DESCRIPTION 

A • c/eqr S4S 2 

13 No.J common .S4S 

c 

D 1 

E 

DETAIL REEL SUPPORT F 2 

D-5 Upstream side only 

D-tO Downstream side only 

END ELEVATION 

"12-~.racf 

DETAIL MAIN HANGER 

2Re~uired- Mark D-2.. 

NOTE": 

Plan lor special support f)fJrmiffing use of Canfield reel with 

this cable cor is available in Tacoma District lile.s, Drawing No.JICici/J. 

See Tacoma District drawing No . .IICIC2c for thfails of ca/Jit~-car shfltlvfl, 

oxlfl and woshflr. 

z Re~uil"'ed-1 L.H. -m.a. -Mark D-7 G 2 

DETAIL FLOOR ANGLES 

e. Re!1uired - Mark D-4 

~ t/ ~t;;hole5~ --.;~~--~ .Ji"x~· 021-J .. ..L:'__u.:=---~'" ~ ===:::[ ...-!+- ., - 14------3-'04----..! 

DETAIL HANGER BRACE 

a Re!=luired - Mgrk D-5 

DETAIL HANGER BRACE 

2 Re~u;red -Mark D-G. 

SCALE 

I a 

a!Yonizer:i. 10 

18 

8 

110 

28 

D-1 2 

D-Z 2 

D-3 

2 

IJ-5 Han .,. bract~ " 2 

D·G 2 

D·7 2 

D-8 

27 

4 

1 

I 

1 

NOTES 

Lumber: 70 he a good 9rade of" durable woodi primed with coat of eflual parts 

of bo1/ed Jinseecf oil anci light lead color outside point; tin/shed wdh two coals 

of light lead color outside paint. 

Mefal Sllr{ace:s: All metal paris to be galranized b!flhe hot-dip process offer 

bending and drilling. · 

STRUCTURES FOR CABLEWAYS 

GAGING CAR 

TYPE-S (with roof) 

Designed in Tacoma 0 istrict 

o" s" 1' 2' 3' 

~~~·.c====~, ..... , PLATE 23 
U.S. DEPARTMENT OF INTERIOR 

r 

I 

END VIEW 

I" 'I - 0 iol 101 0 

I I I I 

1ol lei 

II I I 

a: ~ !~ lol 101 II I I lol 101 II 

0 I I ~i 0 101 

.:1 + + I IJ¥==+ fpD 

f-iT :II 

PLAN OF LOWER BOX 

~ ~ ~ -.: 

-

J· a 

I& 

r n 

a 

0 

a 

a 

I 

II 

I 

I 

I 

I 

I 

IJ 

I! 

I 

I 

~.,__ __ ___,..,._ __ __, ' .. • Ill • II • 

------- . • ~!------ . • II : II I • 

\,~·::. :: -_-_.J D D afl:::::::..:-..:-.:;c4 • 

• 111--11 ! 

I ~ 1----2-~'-tf..li-''.II..::...L. -·•.-f .l---i.l--t"-=--4'-'---~----j ! J!.J' .i i 1'-.J' Ll _, -6! 

. ,11 Jl.-rl,r f---t o-f c(lf ··___!__ ···' ,lii\-;--.J. ofrH/ !.-... --r-1~ f,_ Mid 1 ~ ~ ~ 

~ ~ . rd,.,~ I. ...1__..!:.=._~= FJo. of Cllf····> --· : • .--II J1L--"-' 1111' -·' • •• .. 

f' 

~C..>-' v . L.<, 

ELEVATION 

-6 

J I . 10 u 10 0 

Cil J:i:::» c::a: ~ 

~ 

-.: 

c:;; P=» Ci ~ I o o r=l In 

l"Pi! r 

~ ~ 

PLAN OF UPPER BOX 

] 

Sll .. tnitlll LitN···· ·-z ... 

Non' 

,., Cllf is ,_,, rr. /HI c~, 

if is lilfld ~f ~ slit/If ..,I., tiiW 

ftlfriOfd or b«k, d,.,ditrg 011 

posifitlfr of """ and #qflipmMf ill 

-. 111111011~ dfflf of 

curr.l ,~ .....-. 

/JIItiK (1// t:OIIdifitJfr6 of,_.,, 

Nrlit:tll .,. pfliflllr liM/P wff«tt 

111111 Slirri#P l ltb .,.., III .. M 

liM. ECCI/IIric /odd of~ dltll 

liold• nifriiP tlftl/tllll .,.,.., JIM 

- ., c.- ;. filltd Hd~ 

Dlhlil drwfltl• IHI fill ill rucDipricf Offici . 

SCALE 

0'3'~9' '/. 

- • I 

GE"OLOGICAL SURVEY 

END VIEW 

All lrtltl wcri lllctpf tHI, IA.tt 111111 p~rlr •6H •• 

HIN/11#1 to bl go'-lrH offr PfJrll .,. ,.. uupt 

filtJitJ ,_ PliTt. or. fo H MHI ,_ IIJi~H IMif 

ifrltr. 

All WH# liNk to bl fHI/triH - coilf of Ffffldl ,. 1 bl'-

o.......,, folltJWd /If fifO «NNIftltlol COtJt. offr cttr '' 

ww- ~ • ....,. IW porls off pl«<d p-11-f/)' 

folfi/IN, Hlft f- to bl poitWd ..,.,. /ollllllf. 

STRUCTURES FOR CABLEWAYS 

(;AGING . CAR 

COLORADO RIVER TYPE 

OesiQned in Tucson Oistric:l 

PLATE 24 
U.S. DEPARTMENT OF INTERIOR GEOLOGICAL SURVEY 

SCALE 

o" 1'' 2" 3" •• I 

Note: 

Dt1foil droffings on file in Tucson 

District OlfictJ. 

0 Sheave 

@Block 

0 Handle 

0 Y2'x2,4 cap screw 

0 Washer 

0 Cable 

STRUCTURES FOR CABLEWAYS 

GAGING CAR PULLER 

COLORADO RIVER TYPE 

Designed in Tucson District 

PLATE 25