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Uy 4.’ /pP 0:1 Foot + S/ pe CL Mk deukdbrbbirhdi di deddltukek Mekheuldedel, STUDIES OF SLIP WIDTHS FIG, 3 one instance, the study of the prob- Some of the other elementary lem concerning the number of ship- questions involved in terminal de- side tracks included discussion with sign, such as slips, piers, quays, the terminal manager. His opinion of sheds and warehouses, are touched the requirements of stevedores and on briefly as all of these have some shipping companies was accepted. AS effect on the operating efficiency of a result the engineers who designed the terminal. the terminal admitted when the- The most direct effects on the terminal was put in service that a costs of transportation are obviously mistake had been made, that two those of cargo handling facilities and shipside tracks should have been pro- operations and therefore the most vided instead of one shipside track consideration should be given to this recommended by the terminal man- part of the subject. ager. We would like to emphasize the fact that, in order to be properly ef- fective, the marine terminal must be operated, and therefore must be de- signed for operation, as a part of the whole transportation system and with all of its functions in view, rather than as a pier or wharf, the design of which is based on tradition (or in Must Be Designed for Operation While structural design is import- ant from the operating standpoint in so far as it affects the terminal use- fulness, security, efficiency, and costs in operating and maintenance, it will not be discussed to any great extent. zzz), = ae te side of slip Ls f. other words, copied from previous pier or wharf designs). Too often, terminals have been designed with- out thought being given to the fact that the principal terminal functions are the prompt dispatch of ships and the economical handling of cargo, and in some cases passengers, Water Areas and Slips In determining the characteristics of the water areas of a terminal, careful consideration of the ships and other craft to use them is of obvious necessity. Although this seems an elementary feature of terminal de- sign there are some points that seem worth while bringing out. As in terminal design generally, definite rules cannnot be laid down for dimensions of slips or basins. These dimensions should be based on the length, breadth and draft of the vessels which it is anticipated will use the terminal. In making such estimates of anticipated use, many factors should be studied. The port and its location, the probable trend in the development of its commerce, its physical advantages or _ limita- tions, including tidal variation, the terminal location and purpose and its probable class of traffic, should all be carefully analized. Not all ports and by no means more than a small percentage of terminals will be re- quired to take care of the maximum’ vessels; most ports are limited by geographical of physical conditions to smaller vessels of one class or al- other. The accompanying Table I shows the approximate proportions of ocean vessels of the present time. It is dif- ficult to estimate the future charac- teristics of vessels to anticipate the advancement in the art of shipbuild- ing. The tendency at present is to de- crease draft and increase beam as YZ Ny ZA J mS ¢ - Pa e. Ze ae fs Pe ~ a5 Fi ) a. ray ve _ / Ze ge a & Sz oo of oe me Ps 7 BOF sty = SF ages Docking with liner on os/te side eo es > Clear ee louiter end 500'x1100' Slip, Clearances for warping In. of /iner STUDIES OF SLIP DIMENSIONS FIG 4 28 MARINE REVIEw—March, 1931