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274 for taxicabs and hotel busses has been provided which eliminates the confusion which usually attends the arrival or departure of large pas- senger ships. By this arrangement passengers sailing on Admiral Line vessels step directly from their cab or hotel bus into the waiting room of the terminal building and go thence by overhead runway to the ship’s deck. In connection with the great pier and office building a stevedores’ chapel which is a two-story reinforced con- crete building, has been constructed. MAKINE REVIEW — ee - ae ‘ af Bee hs 22 ~~ - So ats a & i : & SOME LABOR SAVING DEVICES ON THE NEW DOCKS OF THE PACIFIC STEAM- SHIP TERMINALS, SEATTLE, WASH.—PORTABLE ELECTRIC MOTORS AT HEAD OF INCLINED GANGWAYS FOR RUNNING CABLES IN ASSISTING HAND TRUCKS This building contains every: facility for the comfort of the company’s stevedores, including rest rooms with shower baths and a large cafeteria. A similar two-story concrete build- ing is provided on Massachusetts July, 1925 LOADED HAND TRUCK BEING MOVED UP THE INCLINE FROM SIDE PORT IN SHIP-BY CABLE OPERATED BY PORTABLE ELECTRIC MOTOR street which houses the carpenter shops, riggers’ loft and a garage for a fleet of electric tractors by which all cargo is moved over the pier. All vessels operated by the Pa- cific Steamship Co. in the Califor- nia and Alaska trades now berth at the new pier, which is known as pier 1, Pacific Steamship terminals. This pier has a slip on the north side 1100 feet long and 125 feet wide with a depth of 35 feet at low tide. There is probably not a slip of this width and depth of water at any other ter- minal on the Pacific coast. While the great pier is 1100 feet long and 168 feet wide, the warehouse is 990 feet long and 154 feet wide and is steel-trussed with galvanized sheet iron roofing and_ siding. Gives N. Y. Port Inter-Dock Distances 6 ee charges in and about New York harbor are all based on the nautical mile or zone, It has been the practice of all com- panies and individuals, who are in- terested in this class of work, to gage the distance from maps of vari- ous types and scales. The result of this variable scaling has been that distances as measured by one concern were different from the distances be- tween the same points as measured by another concern. Bills were thus re- ceived by railroad companies and others, with different distances shown between the same points. The idea of establishing and fixing these dis- tances between all points in New York harbor was suggested to the Railroad Marine Managers association and to the New York Towboat exchange, be- tween the two representing the own- ers of nearly all of the towing ships in the harbor. These associations saw immediately the advantages of such a measure and backed it enthusias- tically. To fulfill such an order and condense the necessary information in a workable device, of course required a great amount of study. After try- ing books, double wheels, and other devices the final and winning solution was a card system mounted on a cast iron frame. G. S. Clark of the marine department of the New York Central was largely the originator and the work was carried out under his direction. This device is tabbed show- ing all points to and from which towing and lighterage is carried on. There are about 122,500 combinations in its make up. Every tab shows four points with sufficient blanks to take care of any points that may be added as the unused parts of the harbor are built up. The cards have one column for the distance, which is opposite the pier designated in an- other column. The harbor is divided into districts, which are in order around its perimeter inside of the lighterage limits. To operate the de- vice all that is necessary to find the distance between any two points is to pull down the tab of either point. The distance is then read directly. It is possible to read off twenty dis-