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water and other supplies. Provisions should be made for the bunkering of ships with fuel and for the flushing and filling of water tanks simultane- ously with the cargo handling. In express liner service where the turn- around must be extremely rapid, and where considerable volumes of fuel. and water are required, arrange- ments for these services must be especially carefully designed and checked. Telephone lines and ship- side outlets for use of ships at berths provide a very desirable convenience. Requirements for passengers at marine terminals are extremely vari- able. Nothing at all may be required at strictly freight terminals, while at express line terminals freight fa- cilities may be secondary and pro- vision may have to be made for handling several thousand passen- gers and visitors within a very short space of time. For convenience and safety, it is necessary to separate passenger from freight traffic. Separate accommoda- tions for passenger traffic may vary from small waiting rooms and over- head runways to ships sufficient for most coastwise wharves, to the sepa- rate pier deck, generally a necessity for overseas cabin and express line service. The segregation of traffic should, where practicable, be follow- ed throughout, including that to and from the pier or wharf. Details of the passenger facilities 40 TVUUHTEUUTUCOHVURCUOAUCOLCCAALCUA ECLA Specialtypeof gang- plank used at East- ern Steamship Co.’s Terminal for hand- ling cargo into and outof sideport ships UVPAVUUVEATRERAUGEA UA LLEALLLORA COL must of necessity be variable. Here again, dependence must be upon the best possible analysis of the prospec- tive traffic, for the best design ‘of waiting rooms, customs’ inpection facilities, connection with land trans- portation facilities, etc. The prin- ciples of routing as used in industrial engineering and management will also apply in the solution of this problem. Provisions for the security of life and property are essential which must not be overlooked in terminal design and operation. Things to be looked out for are the safety of the vessel at its berth against collision, grounding, fire; provisions for easy berthing; adequate clearances; se- cure moorings; shelter against waves; ete. Fire has always been a serious risk at piers and wharves, and untold wealth in terminals and ships has been lost. Much of this loss could have been avoided with proper pre- cautions in terminal design and oper- ation. While fireproof construction may not be practicable in many cases, it will nearly always be practicable to lessen greatly the risks through the installation of proper fire walls, screens and bulkheads, sprinkler and Standpipe systems, watchman and alarm systems. Again with fire: This resolves it- self into a business problem of bal- ancing insurance cost against the TDALSVTLIUVUYTYCOOTEUTTTAN UAT TELA Tractor and train of trailers on a New York pier. Flooring laid lengthwise to traffic gives better trucking surface than when laid crossWays as in this case VUOVUVTULDUAVUEET LULA PUOLHUY UL ITUNUUILH MARINE REVIEw—May, 1931 probable return on additional] first- cost. Terminal design should also pro- vide for maximum safety against personal injury of workmen, passen- gers and others, through proper walkways, working spaces and condij- tions, gangways, material handling equipment, ete. Proper safety provisions of all kinds, commensurate with those in up-to-date industrial practice, would be reflected in the stoppage of enorm- ous economic losses in damages, per- sonal and property, and insurance costs. Reducing the time in port of a ves- sel carrying cargo, by improved de- signs of piers and ships, and by co- ordinating all the cargo handling fea- tures, is the most important money- making factor in the shipping busi- ness. This leads us to discuss seq speed and port speed. Taking a concrete comparison for illustrating this point a 10,000 tons deadweight cargo vessel of 12 knots sea speed, 26-foot draft, single screw, costs about $1,500,000. and a corre- sponding 16 knot vessel costs $2,- 300,000. over $800,000 more. The present tendency in design is toward faster ships, due partly to competi- tion and largely to the increased number of voyages with a _ corre- sponding greater and more profitable volume of traffic per annum. For an assumed voyage of 14,000 sea miles, and using 40 days in port per voyage as the basis, we find upon calculating the economic results mathematically the following striking comparisons: The 16 knot vessel makes 4.70 voy- ages per annum, compared to 4.03 voyages per annum for the 12 knot vessel, increasing the revenues a corresponding amount, but also great- ly increasing the operating expenses. The same increase in the number of voyages per annum can be ob- tained by improving the port speed or days in port by 30 per cent—large- ly by improved designs of the cargo handling features of ship and termi- nal or pier,—at some additional first- cost, but nothing like the $800,000 greater capital expenditure for each faster ship and the same result. This speedier cargo handling, or 30 per cent improvement for the ships using the pier, which is often quite feasible, would increase the capacity per an- num of the pier or terminal by 30 per cent and the increased revenues of the ship figures out about 20 per cent. These sample figures demonstrate the tremendous economic value of speedy cargo handling, other things being equal, and the necessity of de- signing the marine terminal to per- mit the speedy release of the vessel. We have not fixed definite rules and formulas for marine terminal de- sign because this is not considered practical. Our chief objective is to stimulate discussion of terminal. de- sign from the operator’s point of view to assist in improving design.