Maritime History of the Great Lakes

Marine Review (Cleveland, OH), July 1933, p. 32

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Loading Sugar at Kaanapauli with Vessel Offshore AANAPAULI, Maui, Hawaiian K Islands, is an Open port on the west coast, adversely affected by west, southwest and south winds. There is only a small headland ex- tending from the beach with 20 feet of water against the bluff, neither side affording any shelter in bad wea- ther. Ships lie 1000 feet off shore in about 80 feet of water and on poor holding ground. There are four buoys placed for mooring ships at right an- gles to the beach. A slight swell runs at all times, though it does not affect loading in good weather. The floating equipment, for which there is no Shelter and which must be buoyed out or hauled up on the beach, consists of seven barges, hold- ing from 90 to 140 tons each and two gasoline engined tug boats. The land equipment consists of a warehouse, holding something like 10,000 tons of sugar, one fuel oil tank (for mill use), one molasses tank for shipments, all some four miles from the sugar mill. Narrow gauge flat cars (small cars for transferring from warehouse to landing) box cars and both steam and gasoline locomotives and some 8 or 10 mules are used be- tween warehouse and landing. 4 A Fast Belt Conveyor A very fast belt conveyor and trough is laid alongside the end of the track, with a swinging extension which is held out over the water some 20 feet by means of a crane. There are two lines of track, one slanting up and to the side over the trough, for ease in dumping the sugar. The other tracks, for general freight, are located under the boom. Both have sufficient switches and trackage leading to the warehouse in the rear. ‘Several winch drums are installed for hauling cars up, handling the heavy ‘crane, extension belt conveyor and for hauling and holding barges in ‘place while loading. The barges lie under the bluff whichis about 15 feet high at this point, and away from it some 10 feet by means of lines to off shore buoys. The handling arrangement is cCar- ried out as follows: An empty light- er is towed up to the cliff. Buoy lines and winch lines are attached and hauled in taut by winch lines. The center of the lighter is about under the end of the swinging con- veyor belt and it is necessary for men to stand by these drum lines at all times, as the barges work back and forth some 10 feet with the swell. The small warehouse cars. are 32 brought by mules to near the end of the landing, at which point a winch cable is attached and they are hauled up the slanting track and alongside the trough of the belt conveyor. As the cars also slant sideways it is easy for two men to dump the bags into the trough from the cars. A man is always standing by the belt en- gine, which moves at a high rate of speed. After discharging, the cars are allowed to run by gravity down . the slanting track where they are switched to a return track. Then three full cars are fastened to the cable and the process is repeated. Bags Are Well Distributed The conveyor arm is about 10 feet above the deck of the barges, con- sequently the sugar is piled rather high. By raising and lowering and swinging the chute the load is dis- tributed well over the deck. There are four men on the barge while load- ing to direct bags and handle lines while shifting. There are 100 men employed in the warehouse loading cars and 8 men in shifting to the landing with mules and gas locomotive, and bringing empty cars back. Hight men are used to discharge the small cars at the land- ing and an additional 12 men are used on winches, conveyor and barges, mak- ing a total on the landing and at the warehouse, on the shore end, of 128 men. The stevedoring in connection with loading the ship is carried out as fol- lows: The loaded barges are towed alongside. Eight men are detailed to load slings. One man in each corner with two men. Forty:bags are stacked to a net. The net is 6 feet x 6 feet with four loose corner bridles, rings and slip hooks. A table is made up in the hold and 12 men carry sugar to stowage, after nets are dumped on the table. Good stowage is obtained. The longshoremen for the most part come from the plantation fields. The hatch foreman and winch drivers and hatch tenders are mostly men from the landing. All labor is paid 36 cents per hour, but a bonus system has been installed whereby the hatch boss, hatch tender and the two winch drivers receive one hour’s extra pay for every 214 tons over 25 tons loaded an hour. The Linde Air Products Co., 30 East Forty-second street, New York, has recently issued instructions on ox-welding for general maintenance. A description is given of the oxy- MARINE REVIEw—July, 1933 acetylene process of welding and cut- ting, in the reclamation of broken and worn machine parts, alteration, fabrication and installation of equip- ment. Among. the various items covered are piping, tanks and containers, ma- chine elements, engine and pump parts, frames and conveying equip- ment. Repair of worn parts by bronze- surfacing and hard-facing is given special consideration. Among the many illustrations is a chart giving 13 sim- ple tests for identifying the more common metals. Gain in Passenger Travel Tourist interest in South America is undergoing a marked revival as far as residents of the United States are concerned. This is reflected in the big increase in bookings and in- quiries at the offices of the Furness- Prince line. This line recently in- augurated a series of low priced all- expense cruises to Brazil, Uruguay, and the Argentine, in conjunction with its regular service from New York with the modern motor liners NORTHERN PRINCE, EASTERN PRINCE, SouTHERN PRINCE and WESTERN PRINCE. : In the opinion of Capt. Charles M. Armstrong, passenger traffic manager of the Furness-Prince line, several factors contribute to the improved tone of the South American travel business. A number of veteran trav- elers to other parts of the world are turning to the countries south of the United States in search of something different. The low cruise fares rep- resenting reductions of 25 per cent and the co-operation of the South American countries with steamship companies in attracting American tourists by lifting numerous restric- tions and cutting red tape, are also partly responsible for the improved prospects in these services. Edward M. Hagarty Dies Edward M. Hagarty, traffic man- ager of the Cunard and Anchor lines died at his home, at Medford, Mass., May 16. He was born in South Bos- ton 50 years ago and was educated in the public schools of that district and in the Mechanics Arts High school. He joined the Dominion line, 28 years ago, and he has been traf- fic manager of the Cunard line since 1916. He was prominent in steamship circles as a member of the North Atlantic and United Kingdom freight conference, a director in the Traffic club of New England and as secre- tary of the steamship committee for a number of years. Michael L. Ken- nedy who was assistant traffic man- agers, now becomes traffic manager.

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