her own power.
There are six capstans, two at each end of the lock and two at the
middle, each operated by a 52-horsepower electric motor, and capable of
developing a pull of 35,000 pounds, which will work the vessels
through.

The lock complete, counting the bridge and approaches, cost $7,500,000.
One and a half million of this is for machinery, and $56,000 for the
approaches.

Henry Goldmark, the New York engineer who designed the gates of the
Panama Canal and the New Orleans Industrial Canal, in a letter of March
24, 1921, to the engineering department of the Dock Board, comments as
follows on the remarkable lock:

"I was much impressed by the uniformly high grade of construction of
the lock, the systematic and energetic way in which the work was being
carried on, and especially by the admirable spirit of team work, shown
by the employees of the Dock Board, of different grades, as well as the
contractors, superintendents and foremen.

"The desire to get the best possible results in all the details, at the
least cost, was manifest throughout.

"The unique method used for carrying on the very difficult and risky
work of excavation has attracted much professional attention in all
parts of the country. Its successful completion is very creditable to
all concerned, in the inception and carrying out of the method used.

"The concrete work gives the impression of lightness, as well as
strength, as though every yard of concrete was doing its special share
of the work without overstraining, which is, of course, the
characteristic of well-designed reinforced masonry.

"The outer surfaces are particularly smooth and well finished, more so
than in any work I have recently seen.

"The erection of the gates, valves, operating machinery and the
protective dam, has kept up closely with the concrete work, so that no
delays need be apprehended at the close of the construction period.

"The shop and field work in the lock gates is excellent. The rivet
holes match well and the rivet heads appear to be tight and well
formed. The gate leaves seem very straight and true."

The lock was designed by George M. Wells of the George W. Goethals
Company, assisted by R. O. Comer, designing engineer of the Dock Board,
and approved by General Goethals. The methods employed to unwater the
lock were devised by Mr. Wells. J. Devereux O'Reilly, chief engineer of
the Dock Board, to November, 1919, had charge of the details of
installing the