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seful [fints on (ar go [[andling ages continues to grow because of the economy resulting from less handling and less damage. be- cause of less handling. The accompanying illustra- tion shows a small unit package of lumber. Other packages of greater size are moved coastwise on the Pa- cific coast. Note protectors at cor- ners. There is less damage to the lumber even if protectors are not used because at the most, only four pieces of lumber are damaged, where- as when the lumber is handled piece by piece many more are likely to be damaged. Stes em lumber in unit pack- One steamer recently discharged a deck load of lumber at a cost of 6 cents per 1000 feet board measure. Packages were stowed in the hold of another steamer with less loss of space than the same class of lumber stowed piece by piece. A large ship was completed abroad recently with four ten-ton booms at each of the main cargo hatches. The Kane cargo light has proved an excellent means of lighting ships’ holds. Plates to hold sockets can be installed wherever needed and light and reflector quickly inserted. Ad- justable ball sockets permit throwing the light in any direction. This type of light has been approved by the ac- cident prevention department of the Pacific American Steamship associa- tion, Shipowners’ association of the Pacific coast and the Waterfront Em- ployes’ union of San Francisco. Power for Short Hauls QUESTION often raised when considering tractors and trail- ers for handling cargo on terminals is the economy of their use for short hauls. Statements have been made that they are not economical for hauls less than 300 feet. Current practice shows that contention is wrong. It is not economical to move heavy slingloads by hand even 50 feet. This is particularly so when floors are not smooth and smooth floors are in the minority. The wear and tear on the men and the slowness of the move- ment justifies replacing hand power by electric or gasoline power. I have seen six men around a trailer moving a Slingload of 3000 pounds of tin. At another hatch, one man and a gaso- line tractor did the job, regardless of floor conditions. Tractors and trailers are particu- STITT f Boole page is being devoted to short items on all matters having to do with the more efficient turn- around of ships. These items are in- tended to be of a helpful nature. We will welcome for this page brief descriptions, illustrated if possible, of any better or safer way of perform- ing any function in cargo handling. Also, any questions submitted will be answered by the editor. CUUANNNACGUANOUUENNONAGAQUQUUUGUNNNUGGONONUOGUUUUUNNNGGAGGUOUUOUUUUUUOEENOeddUeGUuuUOqueenettttt A Heavy Lift at Western Maryland Ocean Terminal at Baltimore larly useful when equipped with au- tomatic couplers and when handled by three wheel type tractors with short overall turning radius. A Shipside Dock Crane HE usefulness of shipside dock Te was recently demonstrated at Baltimore. A ship was discharg- ing sugar from No. 1 and No. 2 hatches. At No. 2 there were two booms and two winches. By connect: ing with blocks on the cargo mast on the terminal; cargo was discharged to upper deck of the shed. At No. 1 hatch only one winch being available, the entire operation was turned over to the ten-ton gantry crane. This crane not only did that which was practically impossible for the ship’s gear but also discharged 50 bags more per hour than was discharged at No. 2 hatch. Delays Due to Poor Design ELAYS to the hook are prevalent D at piers with narrow space be- tween shed and stringpiece because the slingload must be made up with- MARINE REview—June, 1931 in the shed and the load must be steadied before it can be hoisted over- side. Recently at a New York pier, a slingload of twenty 200-pound kegs of bolts and nuts was delayed 10% sec- onds because of this condition. A ship completed a few years ago had winch controls so far away from the hatch that winch drivers could not see what was going on. After the ship was delivered, make-shift con- trols had to be constructed. Conditions such as these are the result of inadequate planning when the terminal or ship was designed. Thorough analytical studies are need- ed to co-ordinate knowledge. Receptive to New Ideas NEW YORK stevedore recently made a pertinent remark which indicates the value of ideas from out- side sources. <A friend of mine de scribed a new type of sling to him. The stevedore said, “We consider our- selves experts in stevedoring—we have handled millions of packages of this commodity and yet never thought of this type sling.” Regardless of a man’s experience he can cut costs and improve service by getting new ideas from others. No man has a monopoly on ideas. Ship designers need to give con- sideration to the effect that horizon- tal brackets, longitudinal stringers, and other similar constructions have where dirt can collect because holds frequently have to be washed out and swept down and all places where dirt can lodge increases cost and causes delay in this work. Lumber in Unit Packages Saves Han- dling Costs and Avoids Damage 51