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February, 1912 this subject, and in my observation the ludicrous side of it has presented itself to me. On one occasion I was watching the loading of freight cars at one of the terminals in New York City. One man came along with a 400 pound cage, and proceeded to put it in the cars. Directly after him came a man carrying three 5-16 in. carbon tubes bound to a stick, which weighed about 6 lbs., and he carried that the whole length of the pier, something like 500 ft. Satisfactory System of Sheds. T have studied this question and have come to the conclusion that the most satisfactory system of shed will be a two-story shed, the lower por- tion being absolutely free of freight, and used exclusively by the trucks; in other words, the trucks will come in on the lower level, enter the shed, and then go forward to the respective hoists or elevators in the terminal, and the second story will be devoted exclusively to the use of storing the freight. It costs very little more to hoist freight 20 ft., once you have hold of it, than it does to hoist it 10 ft. In hoisting the freight to the second story, I would have the whole central part of the second story open, and I would have a form of tramway on each side of the opening, on which freight could be moved, so that the freight could be elevated from the main floor and put on these tramways and taken to any part of the storage floor that was desired. In taking freight from the pier, you can have the team under the opening, and you can lower the freight on to the trucks with very little difficulty, and having the lower portion of the pier used only for trucks they can drive out and pass each other, because the docks will be so wide there will be ample room. You saw on some of the screens which have been shown, how congested the freight piers are--the horses seem to be swallowed by the freight. With the plan I suggest, i believe that could be entirely obviated. I think the naval architect can with anuch benefit give a great deal of at- tention to arranging vessels so that the vertical hoist can be used. I think we can advantageously use the double deck system in our docks, the lower floor being used for trucking, and the second one for storage. With the present congestion on our piers and docks, there is much time lost, which results in a very costly deten- tion of the vessels. George A. Mattsson: -- The last THE MARINE REVIEW speaker mentioned the fact that the vessels have to wait a long time while the freight is being unloaded, and that much loss of time ensues. On the lakes it is just the opposite. In the ore trade vessels are loaded in an hour or two and unloaded in four or five hours. The capacity of our ves- sels on the lakes in freight handling have been largely increased, and are doing very much more business, sirm- ply because of the increased facilities for loading and"unloading them. Sir William Henry White:--I think, sir, that the author of this paper put his finger upon the fundamental prin- ciple of handling cargoes, when he said that all the arrangements for loading and unloading cargoes should be governed by the consideration of. the service to be performed. While that: is a very broad generalization, it is perfectly true,--I heartily endorse it, but it covers a great deal of ground. The views that we have seen thrown on the screen illustrate attempts which have been made to fulfill that condition, and how varied may be the solutions. Work for the Naval Architect. Now, speaking as a naval architect, I would like to say that the ship de- signer must, if he is going to help his end, make the ship the means of ship- ping or discharging cargo, and he must make his ship suitable for the service. We saw an extreme illustration on 'the screen of the lake steamer, which was a wonderful illustration of how the designer of a ship may help rapid discharge of cargo which is essential to commercial success, but we, as naval architects, know perfectly well that such ships as those. cannot be sent over the ocean to carry freight. I am well aware that a whaleback once came to Liverpool--in fact, I went on board of her--well, she got there and got back again, and that is all that need be said. We know per- fectly well that the attempt to adopt the whaleback system, which was made in England, resulted in the de- velopment of quite a different type, but it is a fact, which ought to be recognized, and which I always en- deavor to bring into prominence, that jn later years the greatest skill and the highest scientific work, in my judgment, that has been done in con- nection with ship construction has been done in connection with cargo steamers in England. We are so apt to think about the big steamer and the war ships, that we overlook the fact, and it is a fact, and I would like 51 to repeat it, that the most remarkable developments and some of the most important applications in the construc- tion of steamships have been in con- nection with cargo steamers; their whole structure, the equipment for handling cargo, the arrangement of the headers, and formation of the holds, so as to facilitate loading and discharging,--all these things have been taken into careful consideration in the construction of these cargo steamers. Structural Strength of Ships. Now, in carrying out these arrange- ments, designers have run up against difficulties in maintaining the struct- ural strength of the ships which have been of the most serious character, «1 can tell you of cargo steamers which have sunk, a thing which we regard as ordinarily improbable, but they hap- pened to do that because the cargoes they had to carry and the arrange- ment of the upper part left them without sufficient strength against compression. Now, these things have been studied in England, and those who have followed the matter will know there have been developed rival and competing types of steamers, which differ essentially from what was built ten years ago. : Well, now, what about the harbor. authorities? In England in all the new docks, the construction of the dock and the arrangement of the warehouses is always had with rela- tion to the handling of cargo, and if you wish to see how much attention has been devoted to that side of the subject in recent years as compared with what was formerly given to it, you would only need to go to Liver- pool and walk by the docks, passing from the older docks to the later docks, and you will see the history of © the development before your eyes. In England we have one difficulty which I suppose here is not felt much. In some of our docks in England we have to deal, if I remember rightly, with a rise and fall of tide -of as much as 40 ft. That is not a comfort- able thing, in connection with the use of lifting appliances. I was at Prince Rupert the other | day, and I was told that there is a rise and fall of tide at that point amounting to 27 ft. In England we have come to the use of enclosed docks to a great extent, almost en- tirely. The ships can enter these en- closed docks, and a constant level of water can be maintained, in the rela- tion of the ship to the wharf, and the latest development in England, after