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Deep-Sea Pier at Vancouver, B. C. is of Modern Design By A. W. Earl Railway Co., to accommodate its own transpacific passenger liners and the growing shipping of the port of Vancouver, B. C., completed a deep-sea pier which ranks among the finest on the Continent. This pier which is known as Pier B-C occupies a position approximate- ly midway between two older piers, belonging to the same company, known as Piers A and D. It lies in a northeasterly direction making an angle of about 50 degrees with the water-front and the railroad yards of the company, which lie adjacent. It has an overall length of about 1100 feet and a width of 331 feet, with 1080 feet of berthing space on each side and 380 feet of berthing space at the outboard end. The depth alongside at low water is 35 feet, and the slips on the east and west are, respectively, 334 feet and 355 feet in width. On both sides of the depressed cen- tral area and immediately adjacent thereto are single story transit sheds 110 feet in width connected at the outboard end. Outboard of the sheds are wharf aprons, 30 feet wide on the sides and 14 feet 6 inches wide at the end of the pier. At the inner end of the pier the two transit sheds are surmounted by a second story which spans the cen- tral depressed area and provides ac- commodations for passenger traffic. This second story contains a passen- I 1927 the Canadian Pacific The author, A. W.. Earl, is the Chief Engineer of The Sydney E. Junkins Co. Ltd., Vancouver, B. C., who de- signed and also supervised the con- struction of the new pier. ser concourse, offices, baggage room, store rooms and customs examination room. A passage leads from the con- course to the customs examination room which is a narrow room ex- tending for the full width across the rear of the second story. ‘This customs examination room at either end connects with a covered walk- way on the roof of the transit sheds which runs along the outer edge. of the roof for the full length of each shed and across the outer end. By means of a movabe gangway passen- gers may enter or leave a ship along this walkway and passenger traf- fic is thus entirely excluded from the main deck of the pier, which is en- tirely devoted to freight. Approach by Overhead Viaduct Highway approach to the pier is had by means of an overhead via- duct, running parallel to the water- front, connecting directly with the second story of the pier. Piers A and D lying respectively to the west and east of Pier B-C are approached by extensions of two city streets which cross the railroad yards on steel via- ducts and the viaduct to the new pier forms a cross connection between them. Access is had to the lower deck of Pier B-C by means of a ramp. Driveways are provided down the center of each shed and across the connection between the sheds at the outer end of the pier. The pier is connected by railroad tracks to the adjacent railroad yard. There are four tracks down the cen- tral depressed area and two tracks along each side apron of the_ pier. Both in the central area and along the sides of the pier there are cross- overs between the tracks to provide for convenient switching. The sheds are of timber with the exception of the two story portion which has a steel frame and con- crete front wall. The construction in general consists of heavy timber trusses and columns with wooden wall and roof sheathing and five-ply tar and gravel roof covering. On both the inner and outer sides of the sheds the doors are continuous and on the inner sides, along the central depressed area, the building columns are kept back 10 feet from the wall to provide trucking space for load- ing and unloading cars and to obvi- ate the necessity of spotting cars. The floors of the sheds and the aprons and driveways are paved with 1% inches of bituminous mastic which has proved very satisfactory since the hard durable surface makes for easy trucking. The shed doors, which are Rich- ards-Wilcox heavy duty mill type sliding doors, have proved very sat- isfactory and are perhaps worthy of special mention. The door panels, which have an area of about 10 feet by 12 feet, are constructed of 1%- inch square dressed and matched fir strips retained by means of a welded channel frame. These doors, operat- ing on ball bearing hangers, are durable, sightly and easy to operate. Each shed is divided into three approximately equal parts by means of cross walls of concrete, so that, including the connecting shed at the outboard end of the pier, there are seven separate fire areas. Each of these areas, as well as the second story, is protected by a dry pipe sprinkler system with two sources of supply. The pier, both inside and outside of the sheds, is protected also by means of frequent hydrants. Three phase electric power is sup- plied at 2200 volts to two trans- former stations situated in vaults under the main floor, one at each end of the pier. These vaults are of con- crete construction and each has two Airplane View of Canadian Pacific Railway Co.’s Pier B.-C. Vancouver, Canada—Taken by Pacific Airways Ltd. MARINE REvIEw—August, 1931 69