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out the cargo, and if it could be made a material handling affair, taking away by the slingload on whatever sort of vehicle was best adapted, a ship would unquestionably be dis- charged more quickly. On the other hand, this big mixed lot of cargo would have to be checked and as- sorted before deliveries of any kind could be made, necessitating rehan- dling, and during all this time the delivering ship would be without a receipt and yet would have no con- trol of the cargo, and would still be liable for it until such time as the receipts were forthcoming. This, of course, none of the lines would tol- erate. One Control Would Save Time To carry the argument a step fur- ther: The steamer that ‘‘dumped” its cargo, as putting cargo on the pier unchecked is termed, is ready to receive other cargo, but it can- not be delivered because the desired cargo has been “dumped’’ by other vessels and has not yet been assorted and checked. Any time made by “dumping” will be more than offset by the time lost waiting for the “per” cargo. A certain amount of time would be saved and efficiency gained, if stevedoring as well as handling on piers were under one control, due principally to better coordination, complete control of labor, etc., but even this would not eliminate ‘‘ex check.’”? It has been made plain that the sorting must be done, and by performing it at the time the cargo is landed several advantages are gained. First: Dock space is conserved. A certain proportion of the cargo can be at once loaded in cars, and other lots sent immediately to the freight house. Of course, the proportion of local freight is much less in cargoes from West coast of Central and South America than in those from Europe and the United States, but the same principle applies. Second: While the check un- doubtedly slows up discharge to a certain extent, it does not do so suffi- ciently to warrant rehandling such a large quantity of cargo as would be the case should everything be “dumped” but large lots of one com- modity, on which a running tally can be made without delaying discharge of cargo. Third: Fixes responsibility for damage. Should cargo become dam- aged while piled on Panama railroad piers, before being checked and for- mally received, the disputes as to how and where damage occurred would be endless. Under the pres. ent methods this is simple. If cargo shows up at the check in a damageq condition, the ship is to blame, fg damage develops after that time, the Panama railroad is at fault. Fourth: Enables almost immediate deliveries to be made to the on-carry. ing steamer. Cargo Delivered to Steamer When cargo is ordered to be de- livered to a steamer conditions tend- ing to rapid handling are very much more favorable. From a communication received from the agent of the steamer desir- ing to take cargo a loading order is prepared and mimeographed, so that all foremen and check clerks inter- ested may be informed as to exactly what cargo the steamer will lift. As soon as this order is issued every skid and every pile of the cargo so ordered is again tagged showing steamer for which it is ordered. In case of very large lots where it would be inadvisable to use up too much space with skids, the cargo after being taken to storage point in the usual manner, is placed in high piles by means of stackers and when ready for delivery, is loaded on skids or platform trucks, and taken to re- ceiving steamer. eee ee ee eeeeeeeEeEeEeEeEeEeEeEeEeEeEeEeEeEeEeeeeeEee— Dimensions and Description of Terminals at the Panama Canal Cristobal—Canal Zone There are three piers and two wharves all in one enclosure, and, as far as pier operations are concerned, under one head. The piers themselves are covered, but the roadway connecting them is open. All piers have concreted open storage between shore end of shed and connecting roadway about equivalent to that at sea end of each pier. Pier 6. Steel and Concrete, 1158 feet long (longest dimension) 201 feet wide. Shed 160 feet wide, 945 feet long. Apron 19 feet wide. Open storage at sea end, 20250 square feet. Single track full length of each side of the pier down the apron at floor level. of the usual cargo mast or “monkey rail” for use of vessels when booms are inade- quate to reach the apron, there are on each side of the roof cantilever arrangements an- chored to a track so that they may be placed in desired locations and which answer all purposes of the fixed superstructure on the other piers or wharves. Pier 6 has fuel oil lines. Pier 7. Steel and Concrete, 1156 feet long- est dimension, 212 feet wide. Shed 932 feet long, 164 feet wide. Apron 24 feet wide, 17,- 800 square feet of open storage at sea end. Single track on floor level down each apron. Pier 7 has a fixed superstructure to which blocks may be fixed at frequent intervals the full length of each side. This super- structure overhangs the apron 8 feet. Pier 7 has fuel oil lines. Pier 8. Steel and Concrete, 1042 feet long- est dimension; 209 feet wide. Shed 870 feet long, 172 feet wide. Apron 18% feet wide, 16,825 square feet open storage space on sea Instead © end. Superstructure on Pier 8 is fixed and has ‘‘shackles” at frequent intervals, although it does not overhang the apron. Pier 8 has a single track at floor level on each apron and double depressed track down the center of the shed with a total capacity of 42 cars. Pier 8 has fuel oil lines. Wharf 9, 1070 feet long; 75 feet wide from string piece to edge of the one depressed track. The apron is 22 feet wide and car- ries one track at floor level. This wharf has a common roof with what is called the annex, a building parallel to wharf, 74 feet wide and 1000 feet long, used as a baggage and mail storage, local freight house, short- shipped room and cargo storage. Usual su- perstructure as at pier 8. Between the de- pressed track on wharf 9 and the wall of the annex (pierced at frequent intervals with doors) is a platform 14 feet wide so that the cars on depressed track are acces- sible on both sides. Pier 9 has no fuel oil lines. Wharf 10, is a re-entrant angle continua- tion of wharf 9. It is 425 feet long on face, 102 feet wide with a shed 340 feet long and 80 feet wide. The apron is 20 feet wide, and there is no track connection on the wharf. Usual superstructure. No fuel oil lines on this wharf. Mindi Wharf. There is a small wharf at Mindi three miles up the canal built primarily for handling explosives, but also used for dis- charge of cattle. The wharf is open except for a small shed and has a depressed track back of it with space for six cars. It is constructed of wood, and is 188 feet long by 34 feet wide with mooring dolphins at suitable distances from each end. Has no fuel oil lines. Balboa—Canal Zone There are three wharves and one pier. Wharves 14, 15 and 16 in one enclosure, and Pier 18 in another. As far as pier opera- tions are concerned they all come under one head, which, in turn, is under the Cristobal organization. A brief description of each follows: Wharf 14—Steel and Concrete. Open wharf 775 feet long. Single track extends full length of wharf. Load capacity 750 to 1000 pounds per square foot. Suitable only for handling cargoes that are not susceptible to weather damage. Wharf 15—Steel and Concrete. Open wharf 1146 feet long. Is a continuation of, and in direct line with No. 14. Single track extends full length of wharf. Load capacity 400 to 680 pounds per square foot. Suitable only for handling cargoes that are not susceptible to weather damage. Has fuel oil lines. Wharf 16—Steel and Concrete. Open wharf 742 feet long. Is a continuation of No. 14 and 15, at an angle of 18 degrees, 30 seconds. Single track extends full length of wharf. The same track serves wharves 14, 15 and 16 with two crossovers from land tracks. Suit- able only for handling cargoes that are not susceptible to weather damage. Pier 18—Steel and Concrete. 1000 feet long and 201 feet wide. Shed 1000 feet long, 160 feet wide. Apron 19 feet wide. Open storage at sea and 6432 square feet. Single track ex- tends full length of each side of pier down the apron at floor level. Has fixed super- structure to which blocks may be attached at frequent intervals the full length of each side of shed. This superstructure has no overhang. —_—————— an iil 44 MARINE REVIEw—July, 1931