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“Sh SERA BO recommendations have been made af- ter a careful study of conditions which are peculiar to the respective waterways, the kind and amount of commerce which would be handled by them and the character of the various rivers themselves determin- ing the type recommended. Terminals for towns and cities on the Ohio river where a large amount of freight could be shipped, received or transferred should include a two- story building 150 x 300 feet, equipped with four elevators for low- ering trucks to the level of the boat or barge deck. Two lines of rail- road tracks, connecting with loéal railroads, should run through the center of the building. A telpherage system should be installed on both floors and traveling electric cranes on the first floor. The principal ad- vantage in this type of terminal lies in the fact that it can be enlarged and extended as increase in traffic warrants. For cities and towns on the Ohio where the river freight transporta- tion business is conducted on a General and in- terior views of new Mead Johnson Ter- minal Corp. ter- minal at Hvans- ville, Ind., show- ing layout of ter- minal and ware- house buildings, and overhead trav- eling crane han- dling structural steel inside’ the terminal This ter- minal is one of the most modern riv- er-rail facilities on the Ohio river, em- ploying efficient mechanical han- dling equipment for all classes of freight smaller scale, the same general type of construction is advised, the size of the terminal and the type of me- chanical handling equipment depend- ing on the kind of freight which would be handled and the amount of it. A conveyor should be installed where considerable freight of one kind is regularly received. Cost is naturally an important Carnegie Steel Co. Handling Facilities Location of Terminal Purpose for Which Used Clairton by-product Unloading coal from river coke works, barges. Clairton, Pa. Unloading coal from river barges to storage yard or cars, or from storage yard to barges or cars. Coal storage yard, Clairton, Pa. Loading and unloading vari- ous materials incident to steel plant operations. Edgar Thomson works, Braddock, a. ; Central wharf, Loading steel products and Munhall, Pa. ‘ cement from cars into barges. Unloading scrap and other materials from barges into cars. Mingo works, Mingo Unloading coke from barges. Jct., O., Dock No. 1 Loading and unloading ma- terials incident to steel mill operation. Dock No. 2 Lucy Furnaces, Unloading coke from barges. Pittsburgh, Pa. Unloading coal and coke from barges. Isabella Furnaces, Etna, Pa. Fixed 15-ton steel stiff leg derrick, Description of Loading ’ Capacity and Unloading Equipment Tons per Hour Four fixed towers of steel construc- 375 for each tion with two motor operated hoist. hoists per tower. Each hoist equipped with a 6-ton grab bucket. Steel traveling gantry crane with 180 to 200 two 6-net-ton buckets, electric- (total for ally operated. two buck- ets) Steel traveling gantry crane, elec- 50 trically operated, with one 5-ton hoist. Steel traveling gantry crane, elec- 85 to 100 trically operated, with two 7%- net-ton hoists. These hoists may be operated separately or to- gether as a unit. (total for two hoists) Fixed steel crane, electrically oper- 350 ated, with one 5-net-ton grab bucket. : 70 to 80. electrically operated, equipped with one 5'4-cubic-yard bucket. Fixed steel stiff leg derrick, steam 80 operated, equipped with one 1.9- ton grab bucket. Fixed steel steam driven whirler 100 equipped with a 54-cubic-yard grab bucket. Note:—The above table, outlining the efficient cargo handling facilities of the Carnegie Steel Co at its various plants on the Monongahela, Allegheny and Ohio rivers gives an idea of the type of equipment employed by the large corporations for handling their own products, steel, coal, coke, cement, etc., in and out of barges. 34 MARINE REvIEw—June, 1931 item in terminal construction. Where the amount of freight does not war. rant the expense of a telpherage or other mechanical handling system there should be at least a paved lanq- ing, a wharf boat, a warehouse on top of the bank with an incline track between wharf boat and ware- house. There should be a railway siding to the warehouse and a der- rick for handling heavy articles. The incline should be as nearly paralle] to the river as possible to permit direct transfer of freight between barge and railroad car, regardless of river stage. Due to the wide variety of con- ditions of river and traffic on the Cumberland and Tennessee consider- able difference exists between the proper types of terminals for this waterway. Where there is consid- erable commerce to be handled, there should be a railroad incline connect- ing the water’s edge with all rail- roads entering the city for direct transfer of freight between car and barge. To accommodate fluctuations in river stage, this incline should be parallel to the river edge. In addi- tion, the larger towns should have a wharf for handling general freight. This wharf should include a ware- house located above high water, and should have incline tramways or some types of elevators for the trans- fer of freight. At landings of lesser importance there should be a wharf boat with an improved road leading from it to the top of the bank, the size of the wharf boat depending on the extent of traffic; or, there should be a hard surfaced road from the public high- way to low water with two or more warehouses in connection, one for low water and one for high; or, there should be an incline tramway from the water‘s edge to a warehouse above high water. A definite attempt should be made to establish suitable terminal facilities on the Tennessee since inadequacy of the terminals has resulted in a backward attitude to- ward transportation over this water- way. With erection of suitable freight handling equipment, the com- rs " 3 4 :