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TOONS 302 THE MARINE REVIEW The men are assisted by five elec- trically-driven ramps approximately 70 feet long, each of which is driven by a 15-horsepower motor, at a maxi- mum speed of 225 feet per minute. “In addition to taking twice as long to handle cargo, the cost of operating through over-all hatches and with manual labor would be, without the use of conveyors, approximately 25 per cent greater.” “This would make the cost of trans- ferring and handling miscellaneous freight through the over-all hatches 68.56 cents per ton. It is claimed by the agents of ocean liners that the cost is much less through over-all hatchways than through side ports. “This may be due to the time the hand truck men are within the ship waiting to deliver or receive a hand truck load of about 250 to 300 pounds. The steamship ANTILLES, which was docked at 8:30 a. m, Jan. 25, 1913, discharged a load of 1,725 tons in 11% working hours, or an average of 150 tons per hour, employing 355 men. This would be at a cost of transferring at 70 cents per ton passing through side ports and handling by manual labor. This same ship, ANTILLES, was loaded with 2,831 tons in 2114 working hours, or an average of 130 tons per hour, employing 200 men. The cost on Antittes through side ports was 70 cents per ton and the cost through over-all hatchways would have been approximately 87.50 cents per ton. The maximum recorded speed per hour was 150 tons in discharging and 131 tons in loading. In 1912, 581,172 tons were thus handled at New Orleans over 2,100 lineal feet frontage, or about 276.75 tons per lineal foot. This result, with the operation confined to manual la- bor, shows excellent management and compares most favorably with other cities, per lineal foot transferring ca- pacity. New York averages only about 150 tons per lineal foot. The above figures of cost through ‘side’ ports and through over-all hatchways, and of the speed of transference and handling, should be compared with those given later, for the traveling jib gantry and overhead traveling hoists. The continuously increasing size and the carrying capacity of freighters are causing marked changes in the design of machinery and methods of operat- ing. A common size of the large ocean freighters may be taken as 500 to 600 feet in length, weighing about 7,000 tons and carrying 8,750 tons of cargo. The dimensions and carrying capaci- ties are used in determining berthing lengths. Every day that can be saved in the detention of a large ship may be said to represent a saving of $600. A distinction should be made between the passenger ships of the north At- lantic and the freighters, in reference to length and freight carrying ca- pacity. The following is the advance of the dead weight carrying capacity of the vessels of one line of cargo tramps: PW AGS ors teeta wh wie fasten memes 6,400 tons Tali ol Ol shee cig nw caiein alan aye weseimera er ese 9,600 tons It is expected that freighters will next increase more in beam. Shore Appliances and Terminal Design Not only is the ship being designed to secure rapidity of transference, but the plan of the quays and piers with the sheds and warehouses, and their relative positions to each other, is re- ceiving attention, so as to secure the most expeditious ‘transference and handling. As rehandling produces congestion, and as even a moderate amount of congestion adds 50 per cent to first handling costs, all designs Lemacr Lemacer September, 19 principles of terminal design were derived; and these priaciples may said to indicate what is the trend development and progress now bet made in the United States. By fol-- lowing them, mechanical appliances may be installed to advantage. It can hardly be stated that these prin- ciples have been extensively adopted; but this is due to the fact that, except for special commodities, all terminal construction has been slow. With the advent of the new interest in a mer- chant marine, and the extension of foreign commerce, it is expected that the progress during the next few years will more than equal that of the last 25. It may be said that this progress is being based upon foreign methods as the result of their experi- ence, but adapted to American condi- tions. The accompanying diagrams illustrate the general plan of a marine terminal along an inland river equipped with- mechanical appliances. Between the . Naval Caans (RACKS & JSroses S7peucstvnaL Sreaa Naval STORES SGUKNWEAD PLAN OF AN INLAND TERMINAL SHOWING RELATIVE POSITIONS OF SHIP, QUAY, TRACKS, SHED AND WAREHOUSE, WITH TRANS- FERRING CRANES AND OVERHEAD HANDLING AND TIER- ING MATERIAL, AND OPEN SPACES FOR SPECIAL COMMODITIES AND BULK MATERIAL and plans aim to eliminate rehandling. Not many years ago no uniformity existed in the design of marine tes- minals. No rules were accepted, and on this account there is a_ wide diversity shown in terminals in vari- ous sections of the United States. Where there were no accepted priu- ciples based upon experience with cargo handling appliances there na- turally occurred a copying of some nearby wharves, often of an obsolete type, generally those of some larger city. From a study of quays, piers and the machinery at foreign ports, compared with those in this country, it became evident that in order 10 secure the quickest movements cf mixed cargoes to and from ships, the design of the whole terminal was ar important factor. As a result of many reports of the federal government, of states, cities and of engineers, and from visits by the writer to many ports, certain ‘swung directly from the car to the water’s edge and the shed there should be a width of about 35 to 45 feet cf quay; 35 feet for two lines of tracks, and 45 feet for three lines. To the rear of this quay space is the shed, usually of one story, from 60 to 80 feet in width, from 400 to 500 feet in length and with from 30 to 40 feet of clear space beneath the cross gird- ers. The warehouse, of a width of 80 to 100 feet, 4 to 6 stories in height and equal in length to the shed, is piaced behind the shed, and parallel to it, at a distance of 45 to 60 feet. In the space back of the warehouse are dray areas, open storage spaces and additional railway tracks. The space nearest the water, with railway tracks depressed to the level of the pavement, is spanned by a half or full arch traveling gantry jib crane. Freight, if of few marks, can be hatch of the ship at a cost of about — 3 cents per ton, for the mechanical