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merce over this river would increase since the portion of the country through which the river flows is very poorly served by railroads. On the upper reaches of the Mis- sissippi river there is a definite need for modern terminals. The type of facility at Alton, Ill., is suitable for cities and towns where considerable freight of all classes is handled. This terminal has warehouse and storage facilities and is adapted for changes in river stage up to 27 feet. Cargo handling equipment consists of one electrically operated loader- unloader, an incline railway and sta- tionary derrick. The loader-unload- er has a capacity of 1400 packages per hour and on a test handled 600-pound barrels of sand efficient- ly. It is also well suited to trans- ferring fruit from barge to car, be- ing capable of transferring a car- load of apples in 35 minutes. Another type of terminal recom- mended by the chief of engineers for the upper Mississippi for which a number of advantages are claimed consists of a warehouse 80 x 150 feet, equipped with an_ electric freight elevator with a platform 9 x 17 feet, designed for carrying four loaded four-wheel trucks. This load would be equivalent to 10,000 pounds moved at 100 feet per min- ute. With the river at its lowest stage, the travel of the elevator is approximately 20 feet and under these conditions a round trip is made every three minutes or 20 trips per hour, giving a total capacity of 40 tons per hour in each direction. Where an elevator system is prac- tical this type of terminal has many advantages. For operation on the Missouri riv- er ‘the type of terminal which is Said to give greatest utility at least cost consists of a terminal building 50 x 526 feet and a freight house 46 x 306 feet. The terminal build- ing located at the rear of the wharf Tests on a concrete base wall con- structed on concrete piles and has a floor storage area of 11,300 square feet. The terminal is fitted with a telpher freight handling system with two lines of runway the length of the building for the operation of Interior view of the modern ter- minal operated by the Inland Water- ways Corp. at Bir- mingport, Ala. Ef- ficient mechanical cargo handling equipment adds to the economy of this up-to-date fa- cility. Two small monorail cranes can be seen carry- ing loaded skids Interior of the New York pier of the Hudson River Navigation Corp. This pier at the foot of Canal St. in New York City extends 800 feet into the North riv- er and is valued at $3,000,000. The Al- bany terminal of the line has ap- proximately 1000 feet waterfront a three-ton capacity traveling hoist. This hoist runs out eight feet over the wharf on a cantilever arm of track. A locomotive jib crane with a radius of 85 feet, allowing for a swing of 20 feet over the water and to the rear face of the wharf, op- erates on a track extending the full length of the wharf. The terminal may also be fitted with incline es- ealators. This terminal is suited in type to different stages of river and its size and equipment would de- pend on the amount of traffic at the point where construction is un- der consideration. If the amount of traffic does not warrant the expense or use of a locomotive crane, some form of escalator or freight han- dling device should be installed. Recommended as being especially efficient and economical for handling miscellaneous freight on the Warrior Interior of a trans- fer barge showing tractors and trail- ers engaged in Un- loading freight from a river barge. This type of facili- ty is in general use where fluctua- tions in river lev- els require a flexi- ble arrangement between the river barge and terminal MARINE REVIEw—June, 1931 river system is the type of terminal consisting of a pile bulkhead, a warehouse of sheet steel on a pile foundation about five feet above high water with a concrete or wood block floor. The mechanical handling equipment would consist of an end- less chain conveyor capable of being adjusted to varying stages of river; a derrick or traveling crane for han- dling heavy freight; two sets of tracks, one along the land side of the terminal for spotting cars to be loaded or unloaded at warehouse and one along the river side of the warehouse for direct loading or un- loading of barges. This type of ter- minal could be built in any number of units depending on commerce re- quirements. Each unit would have a steel warehouse 50 x 150 feet with one conveyor and one derrick or traveling crane. Terminal facilities on the Colum- bia, lower Willamette and San Joa- quin rivers are considered adequate, except more extensive mechanical handling facilities should be _ in- stalled at various points on the San Joaquin river. On the Sacramento river, the larger towns should have sufficient warehouse space and con- veyors or other means of handling freight. There should also be rail and highway connections for trans- fer of freight. On the upper reaches of the river where protection against floods is necessary there should be two platforms for use in high and low water seasons. With only one platform, located above high water, 35